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TRACTORS 






EQUIPMENT 



1 965 - 1 975 
FORD TRACTOR 

Service Manual 



Tractor Series 

2000, 3000, 4000, 5000, 7000 
3400, 3500, 3550, 4400, 4500, 
5500, and 5550 



Part 1 - Engine Systems 3r» 
Part 2 - Fuel Systems 





GW^BURETiORiMANUAL-COM 



Part 3 - Electrical System 

Part 4 - Clutches 

Part 5 - Four-Speed Transmission 

Part 6 - Six-Speed Transmission 

Part 7 - Seven and Eight-Speed Transmission 

Part 8 - Select-O-Speed Transmission 

Part 9 - Power Take-Off 

Part 1 - Rear Axle and Brakes 
Part 11 - Hydraulic Systems 
Part 1 2 - Steering Systems 
Part 13- Front Axle 
Part 14 - Wheels and Tyres 
Part 15 - Separating the Tractor 
Part 16 - Accessories and General 



This three- volume manuaJ provides information for the proper servicing of the Ford 2000, 
3000, 4000, 5000, and 7000 agricultural tractors Keep this manual readily available for 
reference at ail times. 



FOREWORD 

This Wire*- volume manual provides information for the proper servicing of the Ford 2000, 
3000, 4000, 5000, and 7000 agricultural tractors Keep this manual readily available for 
reference at ail times. 

The manual is grouped Into 17 parts. Each part contains chapter divisions. The chapters 
contain such information as general operating principles, detailed inspection and repair 
procedures, and full specifics regarding troubleshooting, specifications, and special tools. 
Whenever possible, the special tools are illustrated performing their specific operations. 

The page and figure numbers are consecutively numbered throughout each part of the 
manual and each page bears the date of issue. Specifications listed on some pages may differ 
from those in the text. In these cases, the specifications listed on the pages bearing the latest 
Issue date should be used. Any reference made In the manual to right, left, front, rear, top, or 
bottom, is as viewed facing the direction of forward travel from the driver's seat. 

The tractor and engine serial numbers, and the production code numbers for the 
transmission, hydraulic pump, rear axle and hydraulic power lift, are located on the individual 
components. An explanation covering the usage and location of these numbers is detaJed on 
the following page. The serial numbers and production codes should be used on all 
correspondence relative to these Ford tractors. 

The material contained in this manual was correct at the time the manual was approved for 
printing. Fofd policy is one of continuous improvement and the Ford MotorCompany reserves 
the right to discontinue models at any time or change specifications or design without notice 
and without incurring obligation, 



SAFETY PRECAUTIONS 

Appropriate service methods and proper repair procedures are essential for the safe, reliable 
operation of all tractors, as well as the personal safety of the individual doing the work. This 
manual provides general directions for accomplishing service and repair work with tested, 
affective techniques. Following them will help ensure reliability. 

There are numerous variations in procedures, techniques, tools, and parts for servicing 
tractors, as well as in the skill of the individual doing the work. This manual cannot possibly 
anticipate all such variations and provide advice orcautions as to each. Accordingly, anyone 
who departs from the instructions provided in this manual must first establish that he 
compromises neither his personal safety nor the machine integrity by his choice of methods, 
tools, or parts. 



PRODUCTION CODES AND SERIAL NUMBERS 



TRACTOR MODEL NO. 



SERIAL NO. 



PRODUCTION CODE 



ENGINE ENGINE 

SERIAL PRODUCTION 

NUMBER CODE 



HYDRAULIC PUMP 
PRODUCTION CODE 




REAR AXLE PRODUCTION 
CODE 



FORD 2000 
3(100 

4000 HYDRAULIC POWER LIFT 
PRODUCTION CODE 















PRODUCTION CODES 

Month Pay Shift 

1965 - 5 Jan - A Numerical Midnight - A 

1966-6 Feb - B Dote Day - B 

1967-7 Mar - C 1 through 31 Afternoon - C 

19AB-8 Apr-D 

1969 - 9 May - E 

1970-0 Juno - F - - * r .~. 

Example of Production Code: 5A2B 

1971 - 1 July -G 

*»** Au 9" H 5___ Year » 1965 

1973 - 3 S^- J *__ Month - Jon 

1974 " 4 °^ K 2_ D .y . 2nJ 

Nov — L 

B Shift - Day 

Dec - M 

SERIAL NUMBERS 

Manufacturing Codes Tractor Fuel Type 

A L - 2000 D - Diesel 

B N - 3000 G - Gasoline 

C P - 4000 P - Liquid Petroleum 

R - 5000 

Example 01 Entitle Serial Number and Production Coda: LG001005A5 

L s _ Ford 2000 

fl_^_>___ — Gasoline Engine 

001005 Seria I Number 

A5 Production Code - Built January, 1965 

Example of Tracfer Sarfal Rumler and Production Coda; C1O10O25A2 

C L Manufacturing Code 

101002 Serial Number 

5A2 Production Code - Built 1965 January 2nd 

■ 

12/5$ © FOftD MOTOft CO. 1«6 



NEW MODELS 



NEW MODEL SUPPLEMENT 






FOREWORD 



This Supplement covers the major differences between new and previous type Ford 2000, 3000 r 4000 find 5000 
Agricultural tractors. The mechanical changes detailed also apply to Ford 3400, 3500, 4400, 4500 and 5500 Indus- 
trial models. Changes to styling have little effect on service procedures, therefore where changes are merely ones 
of appearance, reference to the Parts Catalog should be made when replacing such items as radiator grilles, hoods 

and exhaust mufflers. 





















SERIAL NUMBERING AND DATE CODING 






The following Serial Numbering and Coding information should be noted: 

Model Code 

The model code is stamped on the right-hand implement mounting pad of the transmission and is also shown on 
the identification decal located under the right-hand hood panel. 

The first numerical digit which identified previous models has been changed to a letter for the new models. 

The chart below details the new code. 









Model 
Identification 



Chassis 

Ty?e 



Fuel 



P.T.O. 
Type 



Trans 

Type 



Pre Wo us 
Moafe/ 



iVew 
Model 



2 2000 B 

3 3000 C 

A 4Q0O D 

5 5000 E 



10- Agricultural 
All Purpose 
11-L.C.G, 
12-HLghway 
13-Fice 
20 -Row Crop 
30- Vineyard 
31— Narrow 
40-Utility 
50— Industrial 



1- Diesel 
2-Gas 

3-LP. 



1-Mo PJ.O, 
2- Trans 540 
3- Live S40 
4— Independent 540 

S-Independent 540-1000 

6-ln dependent 540/ 1000 GD 



A-4-Speed 



C-S-Speed 



E-Seleet-O- Speed 

F-4/4 T-C Power Reversing 

K-6/4 Manual Reversing 



Example- 



E 



10 



Thus a model EI014C indicates a new model Ford 5000 All Purpose Tractor equipped with a diesel engine. 
Independent (540 r.p.m) P.T.O. and an 8-speed transmission. 



a, ss 



© FORD MOTOR COMPANY - 1369 



PAGE1 



NEW MODEL SUPPLEMENT 



TrarUir Sena I Numbers 

These will carry on in the same sequence as with previous models. The following chart shows the approximate 
Senat Number of each new model- 









Assembly Plant 


Ford 2000 


Ford 3000 


Ford 4000 


Ford 5000 


Highland Pari 


C204631 


C204849 


C2G499S 


C204852 



NOTE: For on interim period previous model and new model traders were terntp produced s imultaneovsfy; however, 
there were no previous mode! tractors produced with a date code after BG198. 






kngin? Serial Numbers 



With the new models, Engine Serial Numbers begin again at COQ001, while the "power class" prefixes have 
been changed as indicated below, 

KOTEi A few of thm first production ntw model Fard 2000 and 3000 engines were stamped with the previous En- 
gine Humhet sequence. 





















Model 


Engirt* Serial Number Prefix 


Ford 3000 
Ford 3000 
Ford 4000 
Ford SOOO 


Previous 


New Model 


L 

N 
P 
R 


B 

C 
D 

E 










































PAGE 2 



«*o» 



NEW MODEL SUPPLEMENT 






4000 DIESEL ENGINE 






Part 1 



ENGINE SYSTEMS 



To provide increased power, a new cylinder head with 
modified porting has been introduced together with a new 
high lift camshaft, fuel injection pump and injectors, and 
■ new air cleaner, 



Cylinder Head Gasket 












An improved cylinder head gasket with wider heeding 
on the underside of the gasket is used on the new models. 
This gasket may be used on previous Ford 4000 diesel 
engines. See Figure 1. 



Cylinder Head 

The inlet ports of the new cylinder head are larger than 
those of the previous cylinder head to provide improved 
breathing. All valve seats are located 0.020 in> (0.52 mm) 
deeper. 

This head may be used in service on previous Ford 
4000 tractors. 

When milling a new type head for setvice, the distance 
between the top of the valve seat and the head to cylinder 
block jointing face must not be less than 0137 in- (3,46 
mm) after milling, 



Cam aha ft 









A new camshaft with higher cam lift and wider timing 
is used with the new model diesel engine. 



Connecting Rod 

Heavier I- section connecting rods are used on all new 
model pond 4000 and 5000 engines. While these may be 
installed when servicing a previous type engine, they 
must not be mixed with the previous type connecting rods. 




Figure \ 

Cylinder H«od Gatket 



9 68 



FORD MOTOR COMPANY - I960 



PAGE 3 



NEK MODEL SUPPLEMENT 



KOKD 1000 CAS ENGINE 

Increased power has been obtained by Increasing the 
stroke from 4.2 in. (106.68 mm) to 4.4 in. (111.76 mm). 

Cylinder Head and Casket 

A new cylinder head has been introduced which differs 
from that used on previous Ford 4000 gas engines in that 
the valve meats are located 0,020 in. (Q,52 mm) deeper. 
There ia no change to the cylinder head gasbet. 



Crankshaft 

The crank shaft used in the new model Ford 4000 gas 
engine is common with the Ford 4000 diesel crankshaft 
and provides a stroke of 4.4 in. (11176 mm). 

Plato** 

New pistons are used which have a piston pfn-tc-plston 
crown height of 2,523/2,525 in. (64DB/64.14 mm), Pre- 
vious Ford 4000 gas pistons had a piston pin to crown 
height of Z 741/2743 in. (69.62/69.67 mm). See Figure Z 

Consenting Rods 

New model Ford 4000 gas engines have the same heavier 
[-section connecting rods as are used on (he new model 
Ford 4000 diesel and 5000 gas and diesel engines. 



FORD 5000 DIESEL ENGINE 

Increased power for the new model Ford S0O0 diesel 
engine has been achieved by increasing the cylinder bore 
diameter, introducing a new cylinder head with modified 
porting, a new camshaft and pistons, and a new Injection 
pump and injectors. 

Cylinder Block 

The new model Ford 5000 cylinder block has piston 
bores which are 4.4 in. (111.76 mm) diameter, whereas tbe 
previous Ford 5000 bores were 4, 2 in. (106.8 B mm) diameter 

Pistol A 

While the pistons have been increased to the same 
diameter as those of the Ford 4000, they are not identical 
with the Ford 4000 pistons in that the Ford 5000 piston 
pin-to-piston crown height is greater. See Figure 2- 



Piston Pin to Crown Height - Diesel 



Ford 4000 



2.661/2.663 in. 
(67.59/67,64 mm) 



Ford 5000 



2.761/2763 in. 
(70.13/70,18 mm) 



Specified piston -to- bore clearance with these new Fotd 
5000 pistons is 0.0080/0.0090 ia. (0,2032/0.2286 mm). 



PISTON PIN- 

TO-CROWN 

HEIGHT 





PISTON PIN 
TO-CROWN 
HEIGHT 




DIESEL 



GASOLINE 



Figura 2 
PUten Plfl-te-Crown Haigh? 



PAGE 4 






NEW MODEL SUPPLEMENT 



Coaaeciing Rods 

Heavier 1-section connecting rods, identical with those 
used on the new model Ford 5000 gas and Ford 4000 
diesel and gas engines, we used on the new model Ford 
5000 diesel engine. 

Cylinder Head 

A new cylinder head with increased diameter inlet ports 
to provide improved breathing, and valve seats located 
0.020 in- (0.52 mm) deeper, is used on the new model 
Ford 5000 diesel engine. 

The new head may be used on previous Ford 5000 en- 
gines but as with the new model Ford 4000 diesel engine 
cylinder head, if it ever requires milling, the distance 
between the valve seat and the head face moat not be 
leas than 0. 137 In. (3.48 mm) after milling. 



Plato 



as 






New type pistons are used on new model Ford 5000 pos 
engines. Although these are of the same diameter as the 
Ford 4000 gas engine piston, the new model Ford 5000 
piston has a greater pis Ion pin-to-pi stun crown height 
than the new Ford 4000 gas piston, and a lesser piston 
pin- to- crown height than the previous 4000 gas piston. 



Pin ton Pin- to- Crown Height — <*ns 



Pre vi ou a 
t ord 40011 



2.741/2.743 tn. 
{69,62/ 69 + 67 mm) 



New Model 
Ford 1000 



2.523/2,525 "*■ 
(64.08/64, 14 mm) 



New Model 
FofdSDOO 



2.662/2.664 in. 
(67,62/67 67 mm) 



Specified piaton-to-bore clearance is 0.OO32/O.O042 in. 
(0 .£128/0. 86 27 mm) with these new pistons. 



Cylinder Head Gasket 



New type with wide beading interconnecting the bores 

on the underside of the gasket. Because of the larger 

bores in the new model Ford 5000 diesel engine, this 

;asket is not suitable for use on any previous engine. 



Caw abaft 

New type with higher cam lift. 






Oil Paa 









A new oil pan has been introduced on new model Ford 
5000 engines and the specified oil capacity of the engine, 
including filter, has been increased to 10 U.S-qts. (16.75 
Imp . p tnts ) ( 9 ■ 5 litres). 









FORD 5000 GAS ENGINE 

Increased power for the new model Ford 5000 gas en- 
gine has been achieved by increasing the cylinder bore 
diameter, introducing new pistons to suit, a new cylinder 
head with deeper valve ateta, and a pew air cleaner with 
increased oil capacity. 






Cylinder Block 






Piston bore diameter increased from 4,2 In- (106.68 
ma) to 4.4 in. (11L76 on). 



Cylinder Head and Gasket 

The cylinder head is new in that the valve seats are 
located 0.020 in. (0-52 mm) deeper than on the previous 
Ford 5000 gas engine. 

A new cylinder head gasket has been introduced to suit 
the larger bore size of the new model Ford 5000 gas 
engine. 









Conaecltag Roda 

Heavier I-sectlon connecting rods, identical with those 
Ui*d on new model Ford 5000 diesel and Ford 4000 gas 
and diesel engines, are used on the new model Ford 5000 
gas engine. 



Oil Pag and Dipailck 

The new oil pan described under Ford 5000 Diesel 
Engine is also uaed on the Ford 5000 Gas engine, and 
the oil capacity of the engine has been increased to 10 
U.S. qtft. (16,75 Imp. pints) (9.5 litre*). 






F0R0 2000 AND 3000 GAS AND 
DIESEL ENGINES 






The changes in new model Ford 2000 and 3000 engines 
are minor and are mainly introduced to take maximum ad- 
vantage of machining and manufacturing techniques which 
have been changed to accommodate the new model Ford 
4000 and 5000 engines 



9/ea 



© FORD MOTOR COMPANY - 1966 



PAGE 5 



NEW MODEL SUPPLEMENT 



f yliader Head and Casket 

Although fie* cylinder head part numbers Lave been 
allocated, the only difference between the cylnder heads 
used previously and those used with the new model en- 
gines is that the latter have the valve seats located 
0.020 in. (0.52 mm) deeper. 

A new cylinder head gasket with wide eading inter- 
connecting the bores on the underside of the gasket is 
used on new model paid 2000 and 3000 die act engines. 
This gasket may be used for service on previous Ford 
2000 and 3000 diesel engines. 



(rUnhift — Diesel Kngines only 

A new camshaft with higher cam lift is used in new 
model Ford 2000 end 3000 dieseL engines. This change 



is merely to commoniie with the camshaft of the new 
model 4000 dies el engine. 

The camshaft of the Ford 2000 gaa engines, and also 
that of the Ford 3000 gas engines, are unchanged. 



Crankshaft - Ford 3000 Diesel 

Apart from a difference In material, the crankshaft in 
the Ford 3000 dies el engine is virtually identical with 
that of the previous type Ford 4000 gas engine. The cur- 
rent Ford 3000 dies el crankshaft will be discontinued 
when existing stock is exhausted. The crankshaft used 
in the previous Ford 4000 gas engine will then be used 
for production and service of all Ford 3000 diesel en- 
gines, as well as for service of the previous Ford 4000 
gas engine. 






























COOLING SYSTEM 



New radiators have been introduced with some of the 
new model Ford 4000 and 5000 Agricultural tractors and 
the 5200 Row Crop tractor. The difference is In the num- 



ber of cooling fins per inch. There are no changes to the 
radiators in Ford 2000 and 3000 tractors. 






Mode! 


Engine 


Traaa. 


Cooling 
Option 


No. of Radiator 
FWiftCP. 


4000 
4000 
4000 

4000 
4000 

SOOO 
5000 
SOOO 
5000 

5200 


Gas 

Gas 

Diesel 

Diesel 

DieseL 

Gas 
Diesel 
Diesel 
Diesel 

Row Crop 


8- Speed and Select-Q- Speed 

Select-G- Speed 

8- Speed 

8-Speed 

Select'O-Speed 

8 -Speed and Select-O- Speed 

8- Speed 

So lee t-O- Speed 

8 Speed and Select-O- Speed 

All Models 


Standard 
Tropical 
Standard 
Tropical 
Standard 

Standard 

Standard 

Standard 

Tropical 


Previous 


rVew Model 


5 
7 
5 

5 

Not 

7 
5 
7 
7 

7 


7 
9 

7 
7 
hinge 

9 
9 

9 
9 

9 



PAGE 6 



i 



NEW MODEL SUPPLEMENT 



Part 2 



FUEL SYSTEMS-DIESEL 



FORD 2000 snd 3000 

The fuel injection pumps and injectors of new model 
Ford 2000 and 3000 tractors are identical to those used 
on the previous node! Ford 2000 and 3000 tractors. 

FUEL INJECTORS 

The- fuel injectors used in new model Ford 4000 and 
5000 engines differ from those used in previous Ford 
4000 and 5Q0Q engines. The outward appearance of the 
new injector is the same as those used on the previous 
tractors. The difference between current and previous 
injectors is in the size and angle of the nozzle holes 
which, without accurate gauges, cannot be readily recog- 
nized. 

For this reason, when re-con djti on in g injectors in serv- 
ice, special attention should be given to the identifica- 
tion code numbers which aire etched on the body of the 
nozzle. This number in conjunction with the following 
"halt will enable each nozzle to be identified with the 

actor it was designed for. 



Previous 

New 

Range 

Tractors 



Ford 2000 
Ford 3000 
Ford 4000 
Ford 5000 



Nozzle 
Identification 



BDLL150S6443 
NL413 

BDLL150S6476 
NL413 



Canes l 

New 
Model 

Trac-tum 



Ford 2000 
Ford 3000 
Ford 4000 
Ford 5000 



Nozzle 
Idealisation 



BDLL 15056443 
NL 413 

BDLU40S6422 
BDLL140S6422 



FORD 4000 DIESEL- AIR CLEANER 

The air cleaner specified for use with the new Ford 
4000 diesel engine is the same as that used on the pre- 
vious and current Ford 5000 tractor, The diameter of this 
cleaner is 7 in. (178 mm) as compared to the 6-5 in. (165 
mm) diameter cleaner previously used on the Ford 4000, 
The inlet and outlet ports are 2+25 in > (57, 15 mm) diameter 
as compared to the 2 in. (50.8 mm) diameter ports in the 
previous cleaner- The air cleaner hoses have been changed 
accordingly. 






Part 2 



FUEL SYSTEMS-GAS 



FORD 5000 (GAS) - AIR CLEANER 



A new air cleaner is used with the new model Ford 5000 
gps engine. This cleaner haa a diameter of 7 in. (178 mm) 
compared to the 6,5 in. (165 mm) diameter cleaner used 
on the previous Ford 5000 gas tractor. It has an inlet 
>rt diameter of 2-25 in. (57.15 mm) as compared to the 
<cQ in, (50.8 mm) diameter inlet port in the previous 
cleaner used on Ford 5000 gai tractors. 



ALL GAS ENGINES - 

NO LOAD AND IDLE SPEEDS 

The following no load and idle speeds are specified 
for new model gasoline engines. 



Model 

Ford 2000 
Ford 3000 
Fotd4000 
Font 5000 



No Load Speed 

2065-2165 
2285-3385 
2395-2495 
2285-2385 



Idle Speed 

600-700 
600-700 
600-700 
600-700 



9/6B 



© FORO MOTOR COMPANY - 1 963 



PAGE 7 



NEW MODEL SUPPLEMENT 



Part 3 



ELECTRICAL SYSTEM 



ALL MODELS - 

GENERATORS AND REGULATORS 

AH new model Ford 3000, 4000 and 5000 tractors have 
22 amp. generators and regulators as standard equipment. 

For a short period the 11 amp, generator and regulator 
may be installed on Ford 2000 tractors but eventually this 
model will also have the 22 amp, parts. 

NOT Er tl ra not permfaiio/a to mix o 22 amp, qmnatator 
with en H amp. regulator at rice van a. It ij important, 
thmrmiorm, that car* it tokmn to eJucfc which rynm is in* 
itallad on a Ford 2000 Inform installing a jervic* ra* 
placwmwnt. 

ALL TRACTORS WITH SELECT-O-SPEED - 
OIL PRESSURE WARNENK LIGHT 

ft Is no longer considered necessary to have an oil 
pressure warning light on Select-O- Speed transmissions 



and this item is, therefore, not incorporated on new 
model tractors. 

Existing stocks of Select-O-Speed transmissions which 
incorporate a distributor plate assembly with a threaded 
hole for the warning light switch will continue to be used. 
As an interim measure, the switch will still be installed 
in the distributor plate assembly but its function will be 
merely that of e blanking plug to maintain pressure in 
the system. 

Similarly, existing wiring harnesses wiJI continue to be 
used but the wire connecting the warning light switch to 
the light (white/light green) is cut at a point 5 in. (12.7 
cm) outside the rubber grommet in the cover, and at the 
wire clip inside the cover. 

When existing stocks of wiring harnesses are ex- 
hausted, new wiring harnesses with only two wires will 
be introduced, and the warning light switch will be super- 
seded by a pipe plug. 



Part 4 



CLUTCHES 



FORD 5000 - 13" CLUTCH DLSi: 



to December, 1967, the standard 12 in. (30. S cm) diam- 
eter clutch disc was changed to the type which has a 
torsion spring damped hub and woven Linings, A similar 
13 in- (33 cm) disc has been introduced with the new 



model Ford 5000 for use in heavy duty applications 
where requested. Figure 3, 



It should be noted that the spacers used between the 
new 13 In. clutch pressure plate cover and the flywheel 
have a different thickness from those used with the pre- 
vious 13in.clutch.lt is important that the correct spacers 
are used in accordance with the disc being installed. 



Previous type 
spacer thickness 



New type 

spacer thickness 



0,184/0.200 in, (4.67/5,08 mm) 



0.090/0. 100 in. (2.29/2,54 mm) 




Figure 3 
Ford 5000 - 13" Clutch Dime tot Special Application! 



PAGE 8 






NEW MODEL SUPPLEMENT 



FORD 20O0v 3000 1ITH LIVE P TO, - 
")OUBLI-: LLUTUI ASSEMBLY 

A new double clutch assembly has been released for 
use with the new model Ford 2000 and 3000 tractors with 
Live P.T*0- 



Tbe principal difference between the new assembly and 
that used previously is that the new assembly has ■ larger 
gap adjustment between the socket heed (Allen) screws 
on the top of the P. TO. pressure ptate connecting Links 
and the release levee struts, see Part 4. Chapter X of 
the Tractor Repair Manual - 






Thjs gap should be adjusted on new model double 
clutches to 0.070-0.074 in. (1.78-1.88 mm). Tlie shank 
of a No. SO drill may be used as a gauge when adjusting 
this gap, Figure 4. 







Flgur* 5 
Clutch ReJeat* Bearing Spring* and Fork 



The new double clutch assembly may be used in a pre- 
vious tractor, but before installation, the gap mentioned 
bove should be adjusted to the previous specification of 
j 050 -0.0 $4 in. (L27-L37 mm) using the shank of a 
No. 54 drill as a gauge. 
















Figure 4 

Setting P.T.O. Clurch Gop 

(1) Socket Key 

(2) Socket Head Adjusting ScrQw 

(3) Drill Shank as Gauge 






FORD 2000/3no0 DOUBLE ANH FORD 4000 
SINGLE CLUTCH - RELEASE LINKAGE 






Relent* Searing Raturn Spring -A new leaf type clutch 
release bearing return spring has been introduced on 
Ford 2000 and 3000 tractors with a double clutch and on 
the Ford 4000 with a single clutch, See Figure S. 



Clutch Reltai* Fork - New forks which extend folly 
•cross the transmission housing and completely enclose 
the cross-shaft are used in conjunction with the above- 
mentioned leaf spring. See Figure 5. The material from 
which the fork is manufactured has been changed, and the 
fork pads, which contact the release bearing hub, are 
specially hardened to reduce wear and provide minimal 
friction losses. 



Rtlaate Bearing Hub - New release bearing hubs with 
specially hardened faces at the points of contact with 
the release fork have been introduced on these new models. 



Releate Bearing Hub Support Plot* and Brackat - A 
bracket for each mode! has been introduced which acts as 
a falcrum puint for the new leaf sprinp This bracket is 
secured by two longer bolts which pass through the re- 
lease bearing hub support plate. See Figure 5- 



S 68 



POHD MOTOR COMPANY - \96B 



PAGE 9 



NEW MODEL SUPPLEMENT 



The release bearing hub support plate used on these 
new models differs From that used with previous models 
in thai the plate casting, is filled in and machined to pro* 
vide a supporting surface for the bracket 






Clutch Pedol, Releos* Rod and Crou*»haff Arm * New 
design pedals and release rods are used on these new 
type models. 

The new model pedals vary (torn those used previously 
in that the portion below the pivot is longer and set back 
at a greater angle. 

The release rods for the new models are straight, where- 
as the previous rods had a portion which was off-set. In 
addition, the release rod used on the new model Fold 
2000 and 3000 with a double dutch has been increased 
in diameter. The adjustable clevis has also been in- 
creased in size to suit the larger diameter release rod. 

The cross -shaft arm of new model Ford 2000 and 3000 
Live PT-0, tractors is lunger between centers than that 
used on previous models, and it has a different off-set to 
suit the new type release rod. 



Together, these changes enable the clutches to be re- 
leased with less effort than was required on previous 

■Odrl*i 



I OKU J1KHI UMin S0O0 SINGLE CLUTCH - 

m-:i i:\sKUNh M*i- 

Clutch Ralaaie Forki - New release forks have been 
introduced that differ only in the material. The fork con- 
tads pads are specially hardened 



There is no change to the hub support plate on the 
Ford 50Q0- 

Clutch Pvdalt, R#Ihm Red* and Croii-sheft Anna - 
New design pedals, release rods and cross-shaft arms 
axe used on the new model Ford 2000 and 3000 tractors 
with a single dutch and on the new model Ford 5000. 

Each of the new pedals is longer below the pivot point 
and the lower end is set back at b greater angle. 



On the new model Ford 2000 and 3000 tractors with a 
single clutch, the clutch release rod is straight compared 
to the off-set design of the previous rod. It is also longer 
than the previous rod, as ts the new release rod used on 
the Ford 5000. 



The cross -shaft arm of the Ford S00O is unchanged, but 
on the new model Ford 2000 and 3000 tractors with a 
single clutch, a new arm ia used which has a different 
off-set to the previous arm, 



CLUTCH PEDAL ADJUSTMENT 

Regular checks on clutch pedal free play is very im- 
portant. Recommendations are that this check be made at 
intervals of SO hours of operation. 

NOTE: This 50 hour cJiect is now recommended for pre- 
vious 2000, 3000, 4000 and 5000 frocfors us well at on 
the new model f roc fori. 

Because of linkage changes, the free play specified 
for new models, see following table, differs from that 
specified for previous models. 



Raleaie Bering Hub* - New release bearing hubs 
with specially hardened faces at the points of contact 
with the release fork have been introduced, 



R*l*aie Baa ring Huh Support Plate - This has been 
changed for new model Ford 2000 and 3000 tractors with 
a single clutch to commonize with the support plate used 
on new model Ford 2000 and 3000 tractors with a double 
clutch. As the leaf spring type of release mechanism is 
not used on these models, there is no necessity for a 
Spring fulcrum bracket; hence the change to the hub sup- 
port plate is of no significance in service. 



Clutch Pedal Free Flay - New Model Tractors 

Ford 2000/3000 with Transmission P. TO. 1.12-1,38 in, 



Ford 2000/3000 with Live P.T.Q* 
Ford 4000 with Transmission P.T-O- 
Ford 4000 with Independent P,T,0, 
Ford 50O0 



(23-35 mm) 

1.38-1*63 ia. 

(35—41 mm) 

1.25-1.50 in. 
(32- 38 mm) 

1.62-1,88 In. 
(41-48 mm) 

1.25-1.50 in. 
(32-38 mm) 



PAGE 10 






NEW MODEL SUPPLEMENT 



Clutch Pedal Total Travel - Tractors wtih live I* TO. 

On Ford 2000 and 3000 tractors with Live P,TO, it 
may also be necessary to adjust the clutch pedal linkage 
in order to maintain correct total travel of the clutch 
pedal and so ensure that the P,T,0, clutch can be re- 
leased when the pedal is fully depressed. 

To adjust the pedal travel- 
First adjust the length of the clutcrh release rod so that 
the clutch pedal is £.50 in. (23 cm) above the loot plat- 
form with free play taken up r see Figure 6- This is the 
initial setting height for the pedal and some slight a lie ra- 
tion may be required, as indicated below, to ensure that 
full release of the P.T.G. clutch is obtained. 

Move the P.T.O. shift levei into the engaged position 
and start the engine, then fully depress the clutch pedal 
and check that the P.T.O. shaft stops revolving. 

If the P.T.O. shaft does not stop revolving when the 
pedal strikes the stop on the foot platform, re- adjust the 
length of the release rod r and hence the pedal height, 
until satisfactory release of the P>T\0< clutch is ob- 
tained. 



(T) CLUTCH PEDAL HEIGHT 
® CLUTCH PEDAL FREE PLAY 




Figure 6 
Clutch Pedal Height and Free Play 



Part 7 



SEVEN-AND EIGHT-SPEED TRANSMISSIONS 



FORD 5000 -Q 11. CM' ACHY 

The quantity of oil specified in 7- speed and 8 -speed 
transmissions of new model Ford 5000 tractors has been 
reduced to 10. S U.S. qts, (18.5 Imp. pints) (10.2 litres). 
No oil Level plug in used on these transmissions. A new 
combined filler plug and dipstick has been introduced. 

A new 7/8 speed transmission housing has been intro- 
duced on new model Ford 5000 tractors. The new housing 
has an oil groove for feeding oil to the reverse idler gear. 

Should it be necessary to install a service replacement 
housing, it is essential that only the correct new type 
be used in conjunction with the oil level dipstick and 
lower oil level of a new model Ford 5000. 



Gear Shift Levers and Lever Spring 

The main gear shift lever and the High/Low gear shift 
lever of new model Ford 5000 tractors are 3 in. (76.2 mm) 
and 2.5 in. (63,5 mm) longer respectively than their coun- 
terparts. 



Similarly* the main gear shift lever and the High/Low 
gear shift lever used on new model Ford 3000, 3000 and 
4000 tractors are 2.38 in, {60,5 mm) and 2,72 in. (69.0 
mm) longer respectively than their counterparts. 

The gear shift lever ball retainer spring, common to all 
the levers, has been changed to one which applies a 
lighter load. 



GEAfl SHIFT EFFORT 

To reduce the physical effort required to shift gears on 
the 7- speed and 8- speed transmissions, the following 
changes have been mode effective with new model tractors. 



Gear Shift Rail Detent Springs and Has 

Lighter springs have been introduced between the main 
gear shift rail detent halls and the gear shift cover of 
7- s peed and 8- speed transmissions. 



9/68 



© FORD MOTOR COMPANY - 1968 



PAGE 11 



NEW MODEL SUPPLEMENT 



The lighter spring is alio used in the High/Low shift 
mil position. En addition, the pin between the spring and 
the top cover has been shortened. 

Gear Shift Selector Arm Spring 

A lighter selector stop plunger spring has been intro- 



duced far the 4th/Sth selector fork of the 7-speed and 
8- speed trans mis si on 5 of the new model Ford 5000- 

Tliis spring is also used on the 4 th/ Bth selector arm 
of the 7-speed and 8 -speed transmissions of the new 
model Ford 2000 h 3000 and 4000 tractors. 





















PAGE 12 



■ 






NEW MODEL SUPPLEMENT 









Part 9 

POWER TAKE-OFF 












FORD 5000 INDEPENDENT P.T.O. 

Independent P.T.Q. C la tea Valve Ope rat Jag Press are 

The Increase in power of the new mode! Ford 5000 
engine gives a correspond in g increase in power avail- 
able at the P.T.Q. Because of the increased P.T-O- 
power, the op ere ting pressure of the drive clutch regulat- 
ing Vilve has been increased by introducing a new pres- 
sure regulating valve spring. 

When checking the pressure of the P.T.O, system at 
the hydraulic pump of a new model Ford 5000 » a reading 
of 150/ 225 psi (10.5/ 15 J kg/cm?) should be obtained 
when the oil is at operating temperature. 

P.T.0. Patch Dowel Locating Pin 

To improve the efficiency of the independent P.T-O- 
clutch brake, new model Ford 5000 tractors have an ad- 
justable pin locating the P.T.O. clutch valve assembly 
in the rear axle center, housing. This new pin allows for 
bettei contact between the brake arm pad and the P.T^O. 
clutch housing than was possible with the previous non- 
adjustable Locating pin. 




© LOCAt 
© SEAL? 
CD LOCKNUT 



Figura 15 
P. TO. Vulva Locating Pin 









The new locating pin, Figure 15, incorporates an O - 
ring seal to prevent oil leakage. A nut is used to retain 
the pin. 

The following adjustment procedure applies to the new 
type pin. 

1. Loosen the locating pin nut, then back off the locat- 
ing pin. 

2. Screw in the locating pin until the P.T.O, brake pis- 
ton spring just starts to compress. 

3. Hold the locating pin with a screwdriver and tighten 
the nut to a torque of IS -20 lbs. ft. (2.07-2.77 kgm). 

Where cases of inadequate P.T.O< braking are en- 
countered on previous Ford 5000 tractors, and the evi- 
dence shows uneven contact between the brake arm pad 
and the clutch housing, the new type parts may he in- 
stalled to overcome the condition. 

P-T.O- Drive Clutch Operating Handle 

A new operating handle has been introduced which 
extends rearward at a greater angle to provide better 
clearance for the operator's legs, Figure 16- 






frURD 4000 PXO, 



P.T.O. Rear Cover a ad Rear Asle Center Housing 

On new model Ford 4000 Tractors, the P.T.O. feat 
plate and P.T.0. cover have been superseded by an inte- 
II*] cover and plate component. 

The rear axle center housing has been modified and 
now has two additional tapped holes at the rear cover 
location, i.e., it now has 4 large and 4 small tapped hole* 
at this location. 

The new rear cover is secured by four bolts at the 
Smaller tapped holes. The four large hole* are used for 
retaining two new anchor brackets which have been intro- 
duced for attachment of hydraulic linkage check chains. 






NOTE: When installing a bmlt pultmy an a ran* mode/ Ford 
4000 wi'rh internal chmck chains, thm check chain anchor 
bfackmts s haw id at locatmd hmtwm*a thm puitmy and thm 



9/66 



© FQHD MOTOR COMPANY - 1968 



PAGE 13 



NEW MODEL SUPPLEMENT 



mar axle center housing. Four longer holti art supplied 
with the belt put fey kit fo retain the pulley and thm brac- 
ket* to the center housing. If the tractor hat externa! check 
chains, four i pacers t which are supplied with fh* heft 
put fey kit, should he installed between the pvltey and the 
rear &*/* center housing. 




Figure 14 
P.T-O, Operating Handle 



P.T.O. Cl-tcb Plates 

The P.T.O. clutch plates and the P.T-O. clutch hous* 
ing of the new model Ford 4000 tractor differ from those 
used on previous models. 

Six extern ally splined steel plates and six internally 
splined phosphor bronze plates are now used instead of 
six internally splined steel plates and seven externally 
splined phosphor bronze plates. 

The externally splined steel plates are identical with 
those already in use at various locations in Select-O- 
Speed transmissions. The internally splined phosphor 
bronze plates are also dimensionally the same as those 
used in P.T.O. clutches of Select-O-Speed transmissions 
hut they have radial grooves on both sides and are, there- 
fore, not interchangeable with the Select-0- Speed parti. 

An externally splined steel plate Is Installed adjacent 
to the P.T.O. drive clutch piston in the new type P.T.O. 
clutch pack, thereafter the phosphor bronze and steel 
plates alternate so that the sixth phosphor bronze plate 
is adjacent to the P.T.O. clutch pressure plate. 

The new steel plates ate flat, whereas in previous type 
tractors they were dished. This, together with the re! 
dticed total number of plates in the pack, means that the 
pressure plate takes up a different position in the P.T<0» 
clutch housing. This in turn necessitates relocation of 
the groove in the housing for the pressure plate snap 
ring, making the new housing non- interchangeable with 
the previous type housing. 









Part 10 






REAR AXLE AND RRAKES 



IllUkl-; PEDALS 

New brake pedals have been introduced on all models 
except the Ford 4000 and 5000 Row Crop and the Ford 
5500, The new pedals have parallel width throughout 
their length, whereas the previous pedals tapered in to- 
wards the pad end. 









One of the new pedals cannot be used on a previous 
type tractor without also changing the other pedal to the 
latest type. This is because the pedal interlock pin 
holes in the new pedals are in a different position to 
those in the previous type pedals. 









PAGE 14 



NEW MODEL SUPPLEMENT 



Pari 11 



HYDRAULIC SYSTEMS 









ALL MODELS - 

HYDRAULIC PRESSURE RELIEF VALVE 






A new type of pressure relief valve assembly. Figure 
17, baa been introduced in the hydraulic pumps of new 
model Ford 4000 and 5000 tractors with Independent 
P.T.O- Thin valve will also be Introduced shortly as a 
running change in the Tear ax It center housing of all 
models with the engine mounted hydraulic pump. It may 
also be installed when servicing previous type tractors 
If-so desired. 



©SHIMS - 
©SPRING 
{3)SEAL 
©SEAT 




BODY© 

PIN © 

VALVE® 

0-RING ® 



Figure )7 
Hydraulic Prtnur* R«M*f Valv* 



With the previous type valve assembly, a sudden heavy 
lifting load, In excess of the designed lifting capacity of 
the hydraulics, caused the valve to open. It wan then 
necessary for (he pre ■ sure in the system to be reduced 
considerably by relieving the load before the valve would 
reseat and allow lifting to be resumed. 



The new valve re-seats at a higher pressure, enabling 
maximum lifting power to be sustained in the hydraulic 
system. 



The following Is a comparison of the operating pres- 
sure characteristics of the previous and new valve as 



sembhes. 









Pfes&nre 



Initial Opening 
(Minimum 
Crack-Off) 

Full Opening 
(Maximum 
By-Pass) 

Re- seat 
(Minimum) 



Pie vidua Type 



2100 psi 
(147.5 kg/cm*) 

2550-2650 psi 
(179-186 kg/cm?) 

1600 psi 
(112.5 kg/cm*) 



New Type 



2150-2450 psi 
(151-172 kg/cat >) 

2400-2600 psi 
(169-183 kg/cm?) 

1950 psi 
(137kg/cm2) 



■*■** 



Relief Valve AdjaeUaeat 

If, on checking the pressure of the hydraulic system, 
the maximum pressure is found to be above or below that 
specified, 2400-2600 psi (169-183 kg/ cm 2 ), no attempt 
should be made to adjust the valve without first estab- 
lishing that it is in fact the valve which is at fault 

The easiest way to check this is to install another 
valve assembly known to have the Correct setting, If 
this corrects the fault then the original valve should be 
dismantled for examination. Where necessary, the valve 
may be adjusted by adding or subtracting shims (1), 
Figure 17 r from behind the spring* 












To gain access to the shims, grip the assembly lightly 
in a soft jaw vice, unscrew the body and remove the valve 
and spring, 



Two thicknesses of shims are available. One has a 
thickness of 0.0 10 in. (0.25 mm) and provides a pressure 
difference of 63-70 psi (4.4-4.9 kg/cm 2 ). The other has 
a thickness of 0.015 in. (0.36 mm) and provides a pres- 
sure difference of 95-106 psi (6,8^7.4 kg/ Cm 2 }. 



9/68 



© FORD MOTOR COMPANY - 196a 



PAGE IB 



NEW MODEL SUPPLEMENT 



Part 12 

STEERING SYSTEMS 



PUMriODY.F ft ONT| ipUMpBODYCENT£ft| 

(fjGEAR BLOCK { 



I 




GEAR fttOCKj ®PUMP BODY-REARi 



SEALING RING 

® I 



@RESERVQ(R 



DRIVE GEAR, 



(?) SEALING RINGS r 



VALVE ASSEMBLY 



fftpRESSUftE ftELtEF 
^E ASSE* 

Flgura 18 




FILTER ELEMENT 



Power At ml Mad Steering Pump Components 



POWER ASSISTED STEERING - ALL MODELS 
(where filled) 

While there will he do significant change in the steer* 
tag systems of early production new model tractors, a 
change is being made to agricultural tractors with power 
assisted steering. Three new pump assemblies, each with 
Integral reservoir and Filter will be introduced. These 
three pumps wilt be identical except for the pressure 
relief valve setting, 

Fifciue 1& shows the pump unci reservoir rompontnts, 
The new reservoir will completely enclose the rear of 
the pump. See Figures 18 and 19, The following should 
be noted when servicing the unit. 

1, Every 300 operating hours the oil level in the reser- 
voir should be checked witri the ox; at operating 
temperature and the wheels in the straight ahead 
position. If necessary, add fresh oil of the correct 
grade to bring the level up to the bottom of the filler 
neck. Then, with the engine running, turn the steering 
from lock- to- lock to purge air from the lyatexn. Add 
oil a a necessary to maintain the level ► 

2< Oil must be Ford Oil Part No. M2C41. 

% While it will be necessary to remove the complete 
pump and reservoir assembly in order to gain access 



to the filter, the period between filter element changes 
with this design is every 1200 hours as compared to 
every 600 hours with the previous design. 




Figure 19 
Power Afititad Starring Reiarvair Filler Cap 



PAGE 16 



NEW MODEL SUPPLEMENT 



To remove the filter clement, disconnect the oil tubes 
from the pump, remove the pump and reservoir assembly 
(two bo Its) from the engine, drain the oil from the reservoir 
then remove the reservoir and filter element from the pump. 

Clean the Inside of the reservoir, install a new filter 
element and re-install the reservoir- The flat detent in 
the reservoir should be placed between the two locators 
on the pump (2), Figure 20. 

Re-install the pump and reservoir Assembly on the en- 
gine. Connect the oil tubes and refill the reservoir with 
clean oil of the correct grade. Purge the system of air by 
running the engine and turning the steering wheel from 
lock to Lock several times. Add oil as necessary to main- 
tain the Level at the bottom of the filler neck. 

Power Steeriag Pump Preasare Relief Valve 



While the new type pump is simitar in principle to that 
used previously, detail changes have been made to the 
components, including the introduction of a new type 
pressure relief valve. The new valve, which is incor- 
porated in the rear body of the pump, is similar in design 
to the pressure relief valve used in the hydraulics of the 
new models, see Hydraulic Section of this Supplement, 
but it has a different spring, a lower pressure setting and 
t thinner head. It. has a larger capacity than the previous 



SEALING RING 




ELEMENT 



ESERVOJR LOCATORS 



Figur* 20 
Power Aiilitad Staerlng Pump, Filter, and Reiarvoif 



type relief valve, therefore the flow control spool valve, 
which was used in previous pumps, has been discontin- 
ued for use in the new pump. 

Pressure Testing sad Ad jaa Latent 

The relief valve operating pressure and the procedure 
for pressure testing the system will be the same for the 
new pumps as with the previous types. 

If pressure testing the system shows that the operat- 
ing pressure of the new type pump pressure relief valve 
needs to be adjusted, the following procedure applies: 

1. Disconnect the two tubes from the pump and remove 
the two bolts retaining the pump assembly to the 
engine. 

2, Remove the pump assembly from the engine. Drain 
the oil from the reservoir, 

3- Remove the reservoir and filter element from the pump. 

4. Remove the pressure relief valve from the rear body 
of the pump, grip it lightly in a soft jawed vice and 
unscrew the head from the body. Extract the valve 
and spring- 

5. The pressure adjusting shims are now accessible. 
Shims are available in thicknesses of 0.010 in,* 0.015 
in, and 0.060 in. (0.25 mm, 0.38 mm and 1.52 mm), 
The addition or subtraction of one of these shims will 
vary the opening pressure of the relief valve by the 
following amount. 

0.010 in. (0.25 mm) - 66-74 ps i 

(4.6-5.2 kg/cm 2) 

0,015 in. (0,36 mm) - 99-110 psi 

(7,0-7,7 kg/cm2) 

0,060 in. (1,52 mm) - 396-440 psi 

{27.S-30.9 kg/cm2) 

6- On re- assembly, care should be taken to be sure the 
head of the valve is not overtightened, The specified 
tightening torque is 6-10 lbs, ft, (0.83-1. 38 kgm). 

7. Install the valve assembly in the pump, re- assemble 
the filter element and reservoir, and install the unit 
on the tractor, 

8, Refill the reservoir with fresh oil of the correct grade, 
Run the engine and turn the steering from lock-to- 
lock to expel air from the system. Add oil as neces- 
sary Lo maintain the level. 



9/fia 



© FORD MOT Oft COMPANY - 1966 



PAGE 17 



7000 SUPPLEMENT 



FORD 7000 SUPPLEMENT 



FOREWORD 



This supplement provides information for the proper servicing of the 
Ford 7000 Tractor. Where service information for the Ford 5000 Tractor 
also applies to the Ford 7000. this supplement refers to the appropriate 
section of your Ford Tractor Repair Manual, SE 9205. for that informa- 
tion. This supplement can be kept In Its entirety at the front of your 
repair manual, or It can be separated Into Its various parts and Inserted 
behind the appropriate dividers of the repair manual. 

The material contained in this supplement was correct at the time the 
supplement was approved tor printing. Ford policy is one of continuous 
improve men I and the Ford Motor Company re^rves the rlghl to discon- 
tinue models at any time or change specifications or design without 
notice and without incurring obligation. 



FORD TRACTOR OPERATIONS 
FORD MOTOR COMPANY 



FORD 7000 SUPPLEMENT 



Part 1 



ENGINE SYSTEM 






The Ford 7000 diesel engine is si mi far to the Ford 
dies el engine and develops greater power through 
use of a turbocharger along with different pistons, valves, 
connecting rods, and air cleaner. 

PISTONS 

The Ford 7000 diesei engine has pistons of 4,3922- 
4,3947 inch (111.58-111.62 mm) diameter. Specified 
piston-to-bore clearance with the 7000 diesel piston is 
0.0080/0.0090 inch (0.2032/0.2266 mm). The ring set 
for the 7000 diesel piston Is comprised of 3 compression 
rings, 1 Oil control ring, and 1 oil control ring expander 
(slotted). 






PISTON RINGS 










©— 1|— 




The Production Piston Ring Set consists of: 



litre 2 

Critical Tolaroneai - Exhaust Valval 
Ford 5000 and 7000 
t. 1/32 Inch (0.7?mm) 2- 45° 30' - 45° 45' 

Mint mum 



Tap Cam 

taoered. 



Ring - bright chrome finish, keystone 




Figure 1 
Gitical Tolerances - Intake Valve* 






1. 1/32 Inch (0.7937 mm.) 

Mini mum 

2. 4& 30' - 45* 45* 

3. Ch*ck for B*nt St«m end 

Correct Djomalar 



4 r Check MoMtmom Vatva Pec* 

Run on I 
5. 1/1$ {1.5B mm) Minimum 

*« 2f 15' - 2* 30 N 



2nd Compretsiofi Ring - bright chrome finish, step on 

inside diameter, assemble with step racing upwards. 
3rd Compression Ring - dull black finish, step on inside 

diameter, assemble with step facing upwards, no 

expander behind ring. 
Oil Control Ring - install either face upwards with 

slotted expander behind ring. 






The Service Piston Ring Set consists of: 

Tap Companion Ring - bright chrome finish, keystone 
tapered. Assemble with either taper facing upwards. 

2nd Camprtisien Ring - bright chrome finish, step on 
inside diameter. Assemble with step facing upwards. 

3rd Compulsion Ring - dull black finish, step on out- 
side diameter. Assemble with step facing downwards 
and non-slotted expander behind ring. 

Oil Central Ring - install either ring upwards with 
slotted expander behind ring. 

Piston Installation and ring fitting is performed In the 
same manner as outlined In Port 1, Engine Systems, of 
this manual, 

VALVES 

The critical Inspection points and tolerances of the 
valves are shown in Figure 1 far the Intake valves, and 
Figure 2 for the exhaust valves. The intake valves do 



9/71 



© FORD MOTOR CO, 19T1 



PAGE 1 



FORD 7000 SUPPLEMENT 



\ 




T^: 




29* 30' 



ap* *3' 




45* 3<r 



45° 45' 



Figure 3 
Interference Angle on Intake Valve Seat 

1. Volv» Fqce 29* HT 3. Intarf trane* AngU I 4 

2. Valve Seat 2?° 



Figure 4 
Interference AngJe on Exhauit Valve Seat 
1. Vn| v , F nc » 45* 30* 3. Inl«rf.r.nce Ar«f, 1° 

1. VoW, Ssot <S* 



not have umbrella seals. Inspection and relacing of 
valves is performed in the same manner as outlined in 
Part 1, Engine Systems, of this manna). 

NOTE: Tfie va/ve re racf rig operation should be e/oie/y 
coord in ofeo 1 with the volve seaf refadng operation so 
ffmf fiie finished angle of the valve is I' more than the 
va/ve $eat to provide an interference angle for Better 
seating. Adjust the refoting tool to ohtoin a face angle 
of 29" JO* for Mrrofce vaWex, Figure 3, and 45° 30' for 
exhaust waives , Figure 4* 

The valve seats are inspected and refaced as outlined 
in Part 1, Engine Systems, of this manual, except when 
adjusting the seat width of the intake valve. Use a IS" 
grinding wheel to remove stock from the top of the seat 
{lowers the seat), and use a 4S fi grinding wheel to remove 
stock from the bottom of the seat (raises i he seal). Refer 
to Figure 5, 

CONNECTING BODS 

The connecting rods in the Ford 7000 engine contain 
a drilled passage for oil to aid In piston cooling and 
incorporate a different bearing. If new connecting rods 
or bearings are required, follow the installation proce- 
dures covered In Part 1. Engine Systems, ol this manual. 




Figure 5 

Intake Valve Seat Djmen&ions 



1. Cylinder Hrjcuf Surf DC* 

2. Vo| Ye 5* at 



3, Intart 



COOLING SYSTEM 



OIL COOLER 



An engine oil cooler Is located in the radiator bottom 
tank of all Ford 70XJ0 diesel engine tractors. 



PAGE 2 






Fart 1 

ENGINE SYSTEMS 

Chapter 4 
TURBOCHARGER - FORD 7000 



Socti. 



'mgi 



1, Description and Operation •••*••••••-*•<* ...,..•* <j 

2, Turbocharger Overhaul * + * * .,.......•»««.**«»• 



1. DESCRIPTION AND OPERATION 



The turbocharger is a small turbine mounted directly on 
the engine exhaust manifold. A sectional view of the 
turbocharger is shown in Figure 1 T The tub trio wheel 
and the compressor wheel are mounted on a common 
shaft, supported by bearings In the bearing housing, Ex- 
haust gasses from the engine flow Into the turbine hous- 
ing and drive the turbine wheel and shaft assembly and 



ihe compressor wheel at speeds in excess of BO.OOD rpm. 
The compressor wheel forces clean air drawn from the air 
cleaner into the engine at an increased rate. This In- 
creased air supply helps the engine develop more power 
and better fuel economy. 




Fjgurt 1 

Tufbothargtr Air Flpw 

1. Comprfiior Cover 5+ Ftom Air Ol#on»r 

2- B*ormg Housing 6. Compitnor Wheal 

3, Tufbln* Homing 7. From Exhousr Manifold 

4. Turbln* Wh«e) 



The turbocharger cons is ts of turbine, bearing, and 
compressor housings. The turbine housing is flange 
mounted on the exhaust manifold and ducted to the ex- 
haust stack, it contains the turbine wheel and shaft 
assembly. The turbine wheel ts made of cobalt steel to 
withstand the high temperatures of the exhaust gasses. 



The compressor housing consists of (he compressor 
wheel and cover. The cover is ducted to the air Intake 
manifold. The compressor wheel is made from aluminum 
since it operates In relatively cool air. 



The bearing housing contains the bearings, seals, and 
retainers. The housing also contains a passage for oil 
used for cooling and lubrication. Figure 2 Illustrates the 
oil flow through the bearing housing. OH directed from 
the engine oil pump enters the passage at the top of the 
housing and flows under pressure to the bearing area. 
The oil completely surrounds the bearing by Flowing in 
both directions between the bearing O.D, and the bearing 
housing, and between the bearing I.D. and the turbine 
shaft. Sealing rings at each end of the bearing housing, 
with air or gas pressure behind them, prevent oil from 
leaking into the compressor and turbine housings. 



The oil moves to the lower portion of the bearing 
housing and drains to sump by gravity. 



&/7I 



FORD MOTOR CO. 1971 



PAGE 1 



PART 1-ENGINE SYSTEMS 




1, B 

2, F 



Fjgur* 2 
Turbochorg«r Lubrication 
carina 3. To Sump 

rem Pump 



The oil acts as a heat barrier between the hot turbi 
and the compressor, lubricates the bearings, and aids *, 
the removal ol excess heat. 

The high speed at which the turbine wheel and com- 
pressor wheel revolve, and the high temperature of the 
exhaust gasses, require the turbocharger to receive an 
adequate supply Of clean quality oil. adequate clean air, 
and the full pressure of the exhaust gasses. 



CAUTlONt To avoid perianal injury ond prevmnt Hang* 
•*Qtp f allow the exhaust manifold to cool sufficiently 
after the tractor engine fiai been run before af tempting 
to service the turbocharger. 









2. TURBOCHARGER OVERHAUL 






A. Removvi 



1 . Remove both hood side panels and the exhaust exten- 
slon (muffler) from the tractor, 

2, Remove the exhaust pipe by removing the four bolts 
from the exhaust flange, Figure 3, 

3, Remove the three bolts that secure the exhaust flange 
to the manifold and remove the flange and seal ring. 

4. Disconnect the air gleaner-to-turbocharger Lube and 
the turbocharger-to-intake manifold tube, Figure 3, 
from the compressor side of the turbocharger by 
loosening the clamps securing the tubes to the turbo- 
charger, 

5. Remove the oil supply tube and disconnect the oil 
return tube from the cylinder block. Cap the ends ol 
the lubea and the openings to prevent foreign material 
from entering the system. 









IMPORTANT; Dirt or other foreign material that may 
enter the lubrication system wilt seriously ^ ma 9 m 
the turbocharger ond/or engine comp on ent$* Joke 
core to prevent dirt entry into tfe* jyf tem~ 




Figure 3 

Component IdtfitrHcotloji - Left Sid* 



1. Ajr CL«ar>*r-tO-Turbocharg*r 5. OH Supply Tub* 

Tub* 6. Exhaust PLp* 

St TurbQcharg*r>t«- Intake 7. Oil R*turn Tub* 

Manifold Tub* ft. Exhaust Fianga 

3, S*al Ring 9. Exhaust Manifold 

4. H*«| Shi .Id 



PAGE; t 



CHAPTER 4 



<w 




Figure 4 
Turbochotger Dtta»i»mb|y 

1, C&mprei«ar Ccvtr 4, Clomp Sand 

2, Clomp Plata 5. Turbine HoviJng 

3, Bearing Housing 







Figure 5 

Compre^tor Wheel Removal 

i. CompfBtior Wh««| 3, Turbine *h##l and SJieft 

2L Care Atiamblp Aitembly 

4. 5/8 " 12- Pain* Sack.t 



B« Disassembly 



6, Remove the heat shield and manifold attaching bolts. 

7. Remove the four nuts and Sock washers securing the 
turbocharger to the manifold and remove the turbo- 
charger. Remove the gasket between the turbocharger 
mounting flange and the manifold. Cover the exhaust 
opening In the manifold with a clean cloth to pre- 
vent foreign material from entering the exhaust 
manifold. 

IMPORTANT: Because of" thm hiah rpm at which thm 
lurhochat^mf operates, eVrf or other foreign meter raY 
which may mntmt thm mxhavst manifold will xmriausty 
damagt thm turbine whett hiadts. fofee core fo pre- 
vent foreign material from entering rne mxhuvst 
system* 



6. Remove the oil return tube and gasket. 

*/7l ® FORD MOTOR CO* 1&71 



1. lYtark the relative positions of the compressor cover, 
the bearing housing, and the turbine housing, Fig- 
ure 4, before disassembling the turbocharger to aid 
In reassembling I he unit. 

£. Remove the eight bolts, lockwashers, and four clamp 
plates from the compressor cover. Remove the cover. 

NOTE: The holts or* of a special design. Do nof 
r apiece thm bolts with a di(tmr»nt type sine* no sub- 
stitute wilt be satisfactory. 

3 + Remove the nut from the clamp band screw. Remove 
the clamp band and the core assembly. Figure 5, 
from the turbine housing. 

NOTE: U th% core assembly it frozen in thm H/rbin* 
nous frig, held thm core assembly and drive the hous- 
ing dowtt and uwey from ffie core, DO NOT hammer 



PAGE 3 



^^^^^^^_^^^^_^^ 



PART 1-ENGIME SYSTEMS 




On the hearing housing Or the hub of the turbine 
wheel* 






Figure £ 

Compressor Insert Removal 

1. Cempreiior Insert 3. Insert Snap Ring 

2 m Bearing Housing 



4. Clamp a 5/8 inch twelve-point box end wrench In a 
vise as shown in Figure 5* Place the hub of the 
turbine wheel in the wrench socket. 

5. Remove the lock nut retaining the compressor wheel 
and discard the nut, Remove the compressor wheel* 

6. Remove the turbine wheel and shaft assembly and 
the bearing from the bearing housing* Identify the 
compressor end of the bearing wtth a piece of string 
so that it may be installed in the same position 
during assembly. 

NOTE: Take core fo avoid dropping the bearing pr 
fh* turbine wheei oW shah assembly. Boih will sfip 
easily from tha hearing housing. 







Figure 7 







Turbo charger 


- Exploded View 


1. Bolt 




i. "0" Bins 


IT, Turbine WheeF Oi Shaft 


2, Lock Waihir 




7+ S 00 H B g Ring 


Any, 


3, Clamp Tab 




&. Thmtt Rinfl 


I2 r Saaling Ring 


4, Compressor Cover 




9, Boa ring 


13. Beertng Homing At%y, 


5. Snap Ring. 




10. Clamp and Nut Auy H 


14. Thruil Bearing 



15. Da f Factor-Oil 

1ft. Ringer Sl»#v» 

17. In tort 

^8. Cpmproiior Wheal 

1°. Locknut 

20. Turbine Hontlng 



PAGE 4 



O 



CHAPTER 4 



Place the housing on a clean ttat surface with the 
compressor side up as shown in Figure 6. Remove 
the snap ring retaining ihe compressor inserL Place 
a hand over the snap ring while removing it to pre- 
vent either loss of the rino or oersonal injury* 

8. Using two screwdrivers, gently lift the insert from 
the bearing housing as shown in Figure 6. Remove 
and discard the O-ring from The insert. 



1Q. Remove the sealing ring from the f linger sfeeve and 
the copper-coated sealing ring from the turbine 
wheel and shaft assembly. 

NOTE; The seating rings have different diameters 
and must ftcf be interchanged. Identify each ring: 
with a tug so that they witt he proper iy installed at 
assembly. 



9. Remove the f linger sleeve, the oil deflector, the 
thrust ring, and the thrust bearing. Refer to Figure 
7, Do not remove the two dowel pins from the bear- 
ing housing. 






Refer to the exploded view i I lustrat ton, Figure 7, and 
to the following Tyroocharger Diagnosis Guide during the 
inspection and repair of the turbocharger parts. 



TURBOCHARGKR DIAGNOSIS GLIDE 



PROBLEM 



POSSIBLE CAUSE 



CORRECTION 



DAMAGED COMPRESSOR BLADES 



Foreign object 



Determine source and correct. 



DAMAGED TURBINE BLADES 



Foreign object 






Determine source and correct. 



DAMAGED TURBINE AND 
COMPRESSOR BLADES 



Turbine shaft and^or bearing 
worn (possibly due to cold start) 






Install necessary new parts. 



CARBONIZED CRUST ON BEARING 



Excessive heat (due to hot 
Shut-down) 



Install necessary new parts. 



BEARING DISCOLORED TO BLUE 
(OR BLACK) 



Excessive exhaust temperatures 



Determine cause and correct < 



BEARING WEAR ON ENDS OF 
OUTER SURFACES 



Damage due to dirty oil 






Install necessary new parts, 
change oil and filter. 



BEARtNG BRONZE WIPED ONTO 
SHAFT 



Due to cold start (oil lag] 



Possibly require new bearing 
and shaft. 



END OF BEARING WORN 



Excessive end play 



Install new wear parts. 



DIRT BUILD-UP COMPRESSOR 
VHEEL ANO/OR COVER 



Air leak between air cleaner 
and compressor 

Operating without air cleaner 



Locate and repair leak. 



Install clean air filter. 



©FORD MOTOR CO. 1971 



PAGE 5 



PART 1-ENGINE SYSTEMS 



TURBOCHARGER DIAGNOSIS GUIDE (CONT + ) 



PROBLEM 



POSSIBLE CAUSE 



CORRECTION 



EXCESSIVE WEAR ON BACK OF 

TURBINE WHEEL 



Oil lag or starvation 



Determine cause and correct, 
Install necessary new parts. 



BURNT OB WORN OIL SEAL RINGS 



lag or starvation 



Determine cause and correct, 
Install necessary new parts. 



HEAT DISCOLORATION OR 

EXCESSIVE WEAR OF THRUST 

BEARINGS AND WASHER 



Oil starvation 



Determine cause and correct. 
Install necessary new parts. 



C. Inspection and Repair 

I.SoaK all parts in a commercially approved cleaner 
that js safe for aluminum. Allow trie parts to soak 
until all deposits are loose. 

IMPORTANT: A caustic solution wilt damage 
aluminum parts flfld should nvt be uspJ, 

2. Clean all aluminum parts with a brisile-type brush 

or a piastre scraper. Use a fine abrasive doth to 
clean the turbine housing. 

3. Clean all drilled passages with compressed air. 

4. Make certain that surfaces adjacent to the turbine 
wheel and the compressor wheel are clean and smooth. 

5* Inspect the turbine wheer shaft for excessive scor- 
ing or wear on the bearing surfaces. Check the wall 
of the sealing ring groove for scoring* 

6. Inspect the turbine wheel and the compressor wheel 
for cracked, bant, or damaged blades, A very slight 
bend of 2Q° or less on any one blade of the wheel 

is tolerable. 



IMPORTANT: DO NOT attempt to straighten the 
whmai blades* tf more then one blade is bent f rt- 
place ih* wheel, 

7* Check the I.D. and 0,D. of the bearing for heavy 
scratches or grooves. Light scratches on the bear- 
ing surface are tolerable. Slight discoloration of the 
bearing due to heat will not affect its performance. 



8. Inspect the bearing housing externa My for cracks or 
other damage. Inspect the housing Internally for 
excessive scratch marks & wear in the bearing bore 
or In the sealing ring recess, 

9. Inspect the sealing ring groove on the f linger sfee 1 
for wear or damage. Replace the i linger sleeve if 
is damaged, worn, or scored, 

1Q. Inspect the thrust ring and the thrust bearing for 
excessive or uneven wear on the thrust faces. 
Polished areas on the face of the thrust ring and 
bearing will not impair operation. 

11. Inspect the oil supply and return tube seals. Replace 
the seals If they are damaged. 



D, Assembly 

Refer to Figure 7 for parts identification during 
assembly. 

1. Install the copper-coated sealing ring in the groove 

of the turbine wheel shaft. 

2, Lubricate the sealing ring with engine oil and in- 
stall the turbine wheel and shaft assembly in the 
bearing housing as shown in Figure 8. Be caret 
when seating the sealing ring in the bearing housii 
to prevent damage to the ring or the bore. 



PAGES 









CHAPTER 4 




Figure S 
Turbin* Wh*#l otid Shaft Installation 

1. Turbtn* Shaft and 2. Soaring Houi4ng 

Wh«*l Aiitmbty 










Flfwr* 9 
Thrust Bftoring In* foliation 



3. Lubricate the bearing thoroughly. Slide the bearing 
onto the shaft and into the bearing housing bore, 
Figure 9. 

NO TE: if the original bearing is awing reinstalled, 
make sore the ana 1 previously identified as thtt com' 
pressor end at the hearing is installed toward thm 

compressor side at the hovslnf. 

■ 

4. Lubricate the thrust bearing thoroughly and install 
it, bronze face up. over the shaft, aligning the holes 
in the bearing with ihe two dowel pins in the bearing 
housing. See Figure 9. 

5. Install the thrust rtng over the shaft and against 
the thrust bearing, 

6. Place the oil deflector, with the lip down, over the 
shaft, aligning the holes In the deflector with the 
two dowel pins in the bearing housing. 



NOTE; Th* ait dmftectar wilt go on the pins only 
one way* Make sure thm deflector is correctly posi- 
tioned on the dowef pitta. 



7. Install the sealing ring in the groove of the (linger 
sleeve and lubricate thoroughly. Press the f linger 
sleeve into the compressor Insert so that the flat 
side of the f linger sleeve Is flush with the flat side 
of the compressor insert. 

8. Lightly lubrlcale the new O-rlng and place it In the 
groove in the compressor Insert. 

9. Slide the compressor insert, flat side out. over the 
turbine shaft. Press the insert firmly into the bear- 
ing housing counterbore until It c tears the snap ring 
groove in the housing. See Figure 10, Keep the 
f linger sleeve in place and be careful not to damage 
the O-ring seal while Installing the Insert. 

10. Install the snap ring, beveled side out, in the snap 
ring groove to secure the compressor insert. Make 
sure that the snap ring is completely seated In the 
snap ring groove by lightly tapping the ends of the 
ring with a flat end punch or other appropriate tool. 






1. Thrutt B»arinf 

2. B«anng 



3. Dowtl Pin* 



11. Slide the compressor wheel over the turbine shaft 
until it bottoms against the f linger sleeve. 



9/71 



<f> FORD MOTOR CO, I3f7t 



PAGE 7 



PART 1- ENGINE SYSTEMS 



A 




Figure 10 
Compressor Insert Installation 

1. F|ing»r Sleeve 3, Cofflprttfor ln««rf 

2 t "O" Rirtfl 4, Snap Rios 



12. Clamp a 5/8 inch twelve-point box end wrench In a 
vice, as shown In Rgure 11, and position the hub 

of the turbine wheel in the wrench socket, 

IMPORTANT: Use car* wn#n positioning thm turbinm 
wheel hvb in the wrench socket since the ossmmbly 
is free fo sit do nut of the bearing housing* 

13, Coat the threads and the flat shoulder of a new lock 
nut with grapHte grease. Install the lock nut to se- 
cure the compressor wheel, as shown In Figure 11, 
using a 1/2 Inch socket and a lbs. in. torque wrench. 
Tighten the nut to a torque of 156 lbs* In. {1.794 kgm> 

14. Spin the compressor wheel. The rotating parts of the 
assembly must spin freefy with no binding or rubbing, 
tf binding or rubbing exists, disassemble, correct 
the problem, and reassemble. 

NOTE; A slight amount of end ploy wilt exist In the 
turbine shaft when the components ore assembled 
in thm hmating housing* 

15, Clamp the turbine housing In a vise as shown in 
Figure 12. 




Figure 11 
Compressor Wheel Installation 
L Compressor Wheat 4. Turbine Who* I 

2, Bearing Housing 5. S/H" 13 Point Socket 

3. Cor* A*f*mUy 




Figure 1? 
Compressor Cover Installation 



1. Compretiar Cover 

2. Clomp Plot* 



3. Clomp Band 

4. Turbine Housing 



PAGE 9 



CHAPTER 4 



6, Place the clamp bend ever the flange on the turbine 
housing. Position the core assembly in the turbine 
housing aligning all reference marks. 

IMPORTANT: makv surs ih* mating svr facts or* 
cttan and fre* at burrs to prevent passibi* misalign- 
ment and daman* d bladvs. 

17, Coat the threads of the clamp band bolt and the flat 
face of the clamp band nut with graphite grease. 
Make sure the band is properly positioned to catch 
the flanges of both housings. Install the nut and 
tighten it to a torque of 120 lbs. In. (1.380 kgm). 

19. Apply graphite grease lightly around the machined 
flange of the compressor cover to ease positioning 
the cover when the turbocharger Is completely 
assembled. 

IMPORTANT; Moire svrv th* mating suHac+s or* /re* 
of fcurri to prwvmitl pa ssioi* hi ad* damage. 

19. Position the compressor cover on the bearing hous- 
ing aligning the reference marks as shown In Figure 
12. 



Foreign material can quickly damage the turbocharger 
blades and destroy the precise balance of the rotating 
components. Exhaust and air intake leaks or restrictions 
will cause a reduction in the air supply to the engine and 
result in high exhaust temperatures, 



1. Install the oil return tube end gasket on the turbo- 
charger. 

2. Position a new gasket and the turbocharger on the 
manifold, Figure 13. at the same time locating the 
oil return tube on the cylinder block adapter. Secure 
the turbocharger with the four nuts and lock washers 
and tighten the nuts to a torque of 30-35 lbs. ft. 
(4.15-4.84 kgm). 

3. Add an ample supply of clean engine oil to the turbo- 
charger through the oil Intake port to thoroughly 
lubricate the turbocharger. 












^0\ Secure the compressor cover to the bearing housing 
with (he eight bolts, lock washers, and the four 
clarrp plates. Tighten the bolts diagonally to a 
torque of SO lbs. in, (.©90 kgm). 

21. Spin the turbine wheel, The compressor wheel and 
the turbine wheel should rotate freely. If a drag Is 
felt, remove the compressor cover and the turbine 
housing to determine the problem area. If necessary, 
completely disassemble the unit and inspect all parts 
again. Reassemble and recheck. 



E. Installation 

Before Installing the turbocharger on the tractor, the 
following checks must be made and corrected if neces- 
sary: 

• Check the exhaust and air intake systems for leaks, 
and remove any loose, foreign, or deteriorating 
material. 

e Clean the sir cleaner element. 




Figure 13 

Component Identification 

1. Air-CI**n«,r-fo-Turboch*rg*r 5. Oil Supply Tub* 

Tub* 
3* Turbacbargar-To-lntak* 

Manifold Tub* 

3. Seal Ring 

4. H**t Shit Ed 



fr. ExhdUBT Pip* 

7. Oil Rat urn Tub* 
6. Ejfhauif Flange 
9.. Exhouif Manifold 



9/71 



©FORD MOTOR CO. 1971 



PAGE 9 



PART 1-ENGINE SYSTEMS 



4. install a new gasket and connect the oil supply tube 
to the cylinder block adapter. Tighten |he oil supply 
and oil return rube connections. 

5, Install the heal shiefcJ and secure II with the mani- 
fold bolts and new locking tabs. 

£4 Position the exhaust seal ring Into the recess of the 
turbine hub. Install the exhaust flange and secure 
It to Ihe manifold with the three bolts and lock 
washers. Tighten the bolts securely. 

IMPORTANT: Hake certain that the intake manifold 
tube is not producing a strain en the compressor 
CtW* If necessary, faosen the damp plate halts 
ana* realign the cover with the intake manifold tube. 
Be sure that the mating flanges el the compressor 
cover are properly seated and the damp plate belts 
are properly tightened fo o torque or" £0 /is, ln w 
(.990 kamh 

7. Connect the turbocharoor-to- intake manifold lube as 
shown In Figure 13, and secure It with the clamps. 



Tighten each clamp bolt to a torque of 15-20 lbs. 
(.172-.230 kgm), 

8. Connect the air cleaner-io-turboctiarger tube as 
shown t and secure It with the clamps. Tighlen each 
clamp to a torque of 15-20 lbs. in. {.172— .230 kgm), 

9. Install the exhausi pipe on the exhaust flange and a 
new gasket. Secure the pipe by installing Ihe four 
bolts in the exhausi flange. Tighten the bolts to a 
torque of 20-26 lbs. ft, (2J7-3.59 kgm). 

10. Crank tne engine for approximately 15 seconds with 
the diesel engine stop control out. This will provide 
initial lubrication to the turbocharger. 

11. Install both hood side panels and the exhaust ex- 
tension. 

12. Check the engine oil level and add oil as required. 

1 

13. After several hours of operation, retighten all bolts. 









PAGE tO 



FORD 7000 SUPPLEMENT 



Part 2 



FUEL SYSTEM 




Figur* 1 
Air Cltoner 

1. Air ClioFitr Primary 2. Air Cl#an*r Secondary 

(Softly) El«m«ni 



E|«ment 



AIR CLEANER 

The air cleaner, Figure 1, en the Fqrd 7000 Tractor 
Is located in from of the radiator and is of (he dry ele- 
ment type, it consists of a primary element and a 
secondary (safety) element. 

Hie primary element should be cleaned whenever the 
air cleaner restriction warning light gtows red. To 
Clean the primary element: 

1. Remove the inter element. Figure !♦ 

2. Check the rubber seal on the end of the element for 
adhesion, If the seal Is loose, Install a new element. 
A loose, damaged, or missing seal will allow dust 
to enter the engine and cause severe engine wear. 

3. Clean the element by tapping It against the palm of 
your hand. 00 NOT beat the element against the 
tire or a hard surface as damage to the element will 
result. 



NOTE: Compt*s$€tt oir m not to mxcmmd 100 pit, may 
be used for cleaning. Blow dtts* from Nit msJoV to 
thm outside by inserting the nozzle Insid* thm mi 'e- 
ment. 9 row loose particles from thm autsidw by 
holding tht noii/e at Ucst £ inchts from f/ie tfe- 
men*. 

4. Inspect the element for signs of damage. It any dam- 
age exists, install a new fitter element. 

5. Clean the inside of the can mater with a damp, lint 
free doth, then reinstall (he element. 

6. Check and tighten all air induction connections be- 
fore resuming operation. 

The primary air cleaner element should be changed 
every 600 hours, (or whenever the 300 hour Inspec- 
tion shows the element to be damaged), or after ten 
cleanings, or whenever damage to the element is 
ob-served. 

The secondary filter element is a safety element. It 
will protect the engine from damage In the event dust 
passes through a damaged primary element. The second- 
ary (safety) element should be replaced when a new 
primary filter fails to extinguish ihe air cleaner restric- 
tion warning light, provided that the g towing light Is not 
due to a malfunction in the electrical circuit. To install 
a new secondary (safety) element: 

1. Remove the retaining nut and seal, Figure 1. 

2. Remove the secondary (safety) element. 

3. Install the new secondary element making certain 
that it seats properly to avoid admitting dust or dirt 
into the air Intake tubes, 

4. Install the retaining nut and seat. Tighten the re- 
taining nut to a torque of 20 to 40 in. lbs, {.23 to 
.46 kgm), 

5. Install a new primary filter element or the cleaned 
element as necessary. Tighten the wing nut securely. 

0. Install the air cleaner cover. 

IMPORTANT: The secondary (sahty) frfrer mtmmmnf 
rj not smrvictabtm and must h* replaced with o new 
one when requires/* 



9 71 



©FORD MOTOR CO. 197 T 



PAGE t 



FORD 7000 SUPPLEMENT 



FUEL INJECTION PUMP 

Calibration 

Test bench specifications and calibrating procedures 
for the Ford 7000 Injection pump are Identical to those 
of the Ford 5000 with the 256 cu. In. engine with the 
following exception : 

Maximum fuel delivery from each element Is 
specified as 1&.8 cc ± 0.2 cc for 200 shots at 
900 rpm. 






PAGE 2 



FORD 7000 SUPPLEMENT 



Part 3 



ELECTRICAL SYSTEM 






ELECTRICAL SYSTEM 

The electrical system or the Ford 7000 Tractor uses 
a 128 ampere hour battery, with either a 55 ampere alter- 
nator and regulator or a 22 ampere generator and regu- 
lator, depending upon market area. An tractors with 
"A" or "B" prefixed serial numbers are equipped with 
a generator and all tractors with "C" prefixed serial 
numbers are equipped with an alternator. The respective 
voltage regulators for either the alternator or generator 
is located to the left side and in front of the fuel tank. 
The alternator regulator Is an all -electronic transistor- 
ized unit that uses no mechanical contacts or relays. 
The generator regulator Is electro-mechanical, Both 
units are sealed and cannot be adjusted. 

Figure 1 il|ustra(es a circuit schematic for tractors 
with a "G" prefixed serial number. Exercise care to 
avoid damage when removing electrical harnesses or 
wires. When installing the harnesses or wires, be sure 
that all dips are installed properly and that the wiring 
Is not damaged by sharp corners or hot surfaces. For 
ractors with "A" or "B" prefixed aerial numbers H refer 
to Part 3< Electrical System, of this manual. 






IMPORTANT: Never connect or disconnect the battery 
leads while the tractor engine is tvnniny. Avoid reversed 
polarity when connecting boaster cubits to the battery- 
Do not rvn the tractor engine wjf haul a hatter y in the 
circuit. 

AIR CLEANER RESTRICTION ttABMM, LIGHT 

The Ford 7000 Tractor incorporates an air cleaner 
restriction warning light. When the lighl glows red, it 
is an indication that sufficient air is not reaching the 
engine and the air cleaner must be serviced. Refer to 
Part 2. hr Fuet System", of this supplement lor procedures 
on servicing the primary and secondary air cleaner 
elements. 

MOTE: The air chontr restriction warning light will 
grow red for approximately IS seconds ofter thm key 
starter switch is tvmod to fn# on position. If ffce warning 
light gJows rod (or more than 15 seconds offer th* engine 
starts, stop the engine immediately and invest* goto ih* 
possible cause. 



KEY TO WIRING CODES FOR FIGURE I 

(Circuit Descriptions - Tractors with H 'C"' prefixed 
•oriol numbers). 



Wiro 
Ho, 


Wire Description 


Wire 
Code 


10 
11 


1 


Alternator to Starter Relay 


Brown 


12 


2 


Voltage Regulator F to Alternator 


Brown /Green 




3 


Voltage Regulator 1 io Key 
Starter Switch 


Brown /White 


13 


4 


Starting Motor Relay to Key 
Starter Switch 


Brown 


14 
15 


5 


A Item at or Io Key Starter Switch 


Red 




6 


Voltage Regulator A to Key 
Starter Switch 


Brown /Ye How 


16 


7 


Starting Motor Relay to 
Starter Safety Swlich 


White /Red 


17 


a 


Key Starter Switch to 
Starter Salety Switch 


White/ Yellow 


IB 


9 


Thermostart Connection to 
Key Starter Switch 


Br own /Red 


19 



Key Starter Switch to Fuse 

Key Starter Switch to Light Switch 

Fuse to Voltage Stabilizer and 
Warning Lights 

Light Switch to Rear Lamps and 
Head Lamps {Row Crop only} 

Light Switch to Head Lamps 

Temperature Gauge to Temperature 
Sending Unit 

Light Switch to Panel Light 
Connection 

Oil Pressure Switch to Oil 
Pressure Warning Light 

Air Cleaner Restriction Vacuum 
Switch to Key Starter Switch 

Voltage Regulator G to Alternator 
Warning Light 



While 

Brown 

While 

Red 
Blue /Red 

Green/Blue 

Red/White 

Blue 

Red/Yellow 

Black 



9/71 



<& FORD MOTOR CO. 1971 



PAGE 1 



FORD 7000 SUPPLEMENT 






GROUND 



STARTING 
MOTOR 



'fK-^ REAR 
r<r- LAMP 
I 



EOmONAL) 




ACCESSORIES 



THEPMOSTART OPTfON 



I *_ J'il -k| 









: 

Figure 1 
Electrical System Schematic 



PAGE 2 



ff€i t^W^TO^ 









P«l 3 






ELECTTUCAL SYSTEM 

Chapter 7 
ALTERNATOR AND REGULATOR - FORD 7000 

SactiM C«a* 






1, Introduction 



3. 
5. 



2. In-Vehlcle Tests and Service Procedures. . 



T 1 * t + + 



e 



Alternator Overhaul and Bench Cheek . . , , , te 

Trouble Snooting 30 



Specifications 



6, Special Tools . * * « ♦ 

■ 



32 



33 



1. INTRODUCTION 



ALTERNATOR 



The alternator system consists of an alternator end 
solid state voltage regulator. Figure 1. Figure 2 shows 



1, 




Figure f 

Alternator and! Regulator 



the terminal arrangement at the rear of the alternator, 
Figure 3 shows the side view. 




Figure 2 
Alternator Terminal Identification 



t, ■# a iH(Fi«U)TwRilMl 

2. Ouit Shi.M 



.- 



8/71 



2. Voltop- ft«flula»*f 3, Auditory T«»in«l 

©FORD MOTOR CO + 1971 



4. I m lor San Dtfrdf Aii*i*iklr 

5. Oulpvr Terminal (Pa ■Hive) 

6. Crbvnrf T«r»lnol (Hagall**) 

PAGE 1 



- 



-PART 3-ELECTRICAL SYSTEM- 







_2L-„ 



1, Frofif Homing 
1. Roar Hevalnf 

i, >I*J 1 ■■ 

4 hi 



Figure 3 
Sid* Vi«w of Alternator 

5. Awrifl**? T +**■[** I 

1. Ob ■ p<Jt luminal 

J. ItoEelEon DEod* A ■■*■*• V 





Figure 5 
Alternator System Schematic 

1. Rocllfyfag. tMpimi (Sljt) |0. Garlary 

3, Allotnotor VI, To Distributor ftf Applicpb'») 
J, Ovlpwi 12. GND 

4, Stotor 13. Fl.ld 
5 + AturilUrr 14. Nlfht 
4. KeySwIlcri IS- Hoplt 
7. Rotor ti. Croon 
|, Load }?. Rod 

t, RogvLrtOf II. Yollow 




Figure 4 

Frant Mounted Cooling Fan 

1. (ItonaWdl CW Rotation 2, Tlfhron to JS-30 tA*. Ft* 



1 h Copper Load 

2, Soldor 

3, GIdii I no u Eat of 

4, T ufr * 

«, SqUh 



Figure 6 
Died* Can if ruction 

7. Gatlar Mnt»rlnl 
0. Fldrtonod Wiro 
t, ■*«•■ Coi* 

10, S*U*r 

11. SI (Icon Cryilal Woftt 



PAGE 2 



■ **c 



. 



CHAPTER 7 



The alternator Is cooled by a front mounted fan. Fig- 
ure 4 r that draws air Into the roar housing. The air stream 
Is directed across the rectifying diodes, stator and rotor, 
and expelled out the openings in the front housing. The 
rotor assembly Is mounted on ball bearings. 

The alternator converts magnetic and mechanical ener- 
gy to alternating current by rotating an electromagnet 
(the rotor) Inside the stator assembly. The alternating 
current and voltage Is changed to direct current (DX.) by 
a three-phase, full wave rectifier system, employing six 
silicon rectifying diodes. See Figure 5. 



of the diode, and consequently, establishes the diode as 
being positive or negative ■ When the copper lead Is sol- 
dered to the positive side of the wafer, the diode is 
positive. When the copper lead is soldered to the negative 
side of the wafer, the diode is negative. Diodes with part 
numbers printed In tad are POSITIVE, Diodes with part 
numbers printed in black are NEGATIVE. 

Since diodes pass direct current in only one direction, 
their arrangement in the alternator eliminates the need 
for a cut-out or a relay to connect or disconnect the al- 
ternator from the battery. The diodes are assembled into 
two heat-dissipating plates. These plates or heat sinks 
are placed in the alternator with mounting studs that also 
serve as system terminal connections. See Figure 7, 



DIODES 

A diode, simply stated. Is an electrical "check valve" 
that allows current to flow in one direction only, from 
posit ilve (+} to negative {-)> Figure G shows the construc- 
tion of a dlods. The silicon crystal wafer is the "heart", 
or rectifying element; It determines the direction of cur- 
rent flow through the diode. The silicon crystal wafer 
consists of two substances. The silicon crystal has a 
atural positive charge. It is coated on one side with a 
substance that has a negative charge. Current passes 
through the wafer In one direction only - FROM THE 
POSITIVE SIDE TO THE NEGATIVE SIDE - due to the 
chemical composition of the electrically opposite sides. 
The side to which the flattened wire is soldered determines 
the direction of current flow En relation to the construction 



The isolation diode, shown in Figure 8. is directly 
connected to the auxiliary terminal stud that is a part of 
the positive rectifier diode assembly. This places the 
Isolation diode in series with the rectifier diodes and the 
positive output terminal of the alternator, The auxiliary 
terminal is considered lo be the voltage regulator con- 
necting terminal. 



The isolation diode consists of a pair of negative 
diodes, connected in parallel and mounted in a heat sink. 
The heat sink Is coated with a special corrosion resis- 
tant red paint to prevent electrolysis, The red color 
indicates that the electrical! potential at this point Is 
petlfW*, therefore, the alternator is a "negative ground 
machina". 




Figure 7 
Rectifying Diode Aittmbly 

1 1 lVffllaa I Siurf. 2. H«) Sink 




3. Died., 



Figure ft 
Current Flow Through If elation Died* 

1, AvjfiUawr T-rmlnol (Pat* eft ft mat Hmilnf AiitmbV) 2- Output 



9/71 



© FORD MOTOR CO. 1371 



PAGE 3 



PART 3-ELECTRICAL SYSTEM- 







Figure 9 
Charge Indicator Light Circuit 
|, K*y -Switch 4. Bo*T*fT 

2. Chart" Indicate Ugh* S. K** ■*" Engirt* Running V \, aqm 

VMNN A(»ii t*fl>" 10 V.lr. W(ll Hrt C«m On) 

{Lighi WHI Cmi On) 













Figure 10 
Voltage Regulator Circuit - Battery Current Flow 

1. 1twrn1et«r 7. OH 

2. Emllltr Rciliio' fl. Nagatlv* 

3. Z* n *f Dlad. V. FleM 

JO I * 

5, E BF lt«ilen Railiior 
PAGE 4 



10. Amino*? 

11, Volft 

12. Tlnw 







Figure 11 
Voltage Regulator Circuit - Battery Current Flow Cut-Off 



1 . The* jnlitar 

2. Emillir Rtiltlar 
3 r RrtQulu^er 

4- Z»n»r DJ»d» 

5. Excitation Rittirtr 

0. Off 



7. CH 

&, Hngdllvt 

9. Fit Id 

10. AunI Jlo'y 

11. Voht 

12. TJbh 



CHAPTER 7 



The Isolation diode provides a moans of operating (he 
change indicator light without using a special relay. 
Electrically, the charge indicator light is connected In 
parallel with the isolation diode, Whan the alternator is 
producing a normal charge, the voltage differential 
across the Isolation diode is so small that the light will 
not come on, Indicating that the alternator Is charging. 
See Figure 9* 



During Initial excitation , and any other time the alter- 
nator system voltage Is below the regulating level of the 
zener diode, the zener diode and driver transistor are 
turned "off M . The only switching component in the regu* 
lator that is turned "on" at this time, is the output 
transistor (0£), allowing battery energy to pass through 
the regulator circuit to the rotor (field) winding. 



REGULATOR 

The vol tag* regulator t Figure }, is an electronic 
•witching device. It senses voltage appearing at the 
alternator auxiliary terminal, and supplies the necessary 
current to the rotor winding (field) for maintaining sys* 
tern voltage at I he alternator output terminal. 



Rotating the magnetized rotor in the alternator induces 
current flow In the stator windings as alternating current 
and voltage. This energy to converted to direct current 
by the rectifying diodes and appears at the auxiliary 
terminal as direct current and voltage. The system volt- 
age then starts to rise, as shown In the graph. Figure 10. 









The components of the voltage regulator are seated in 
epoxy resin for protection against damage from vibration, 
dust, and moisture. 



When alternator D.C. voltage reaches the regulating 
level of the zener diode, the zener diode conducts, turn- 
ing the driver transistor "on", The output transistor Is 
turned "off", Cutting off the flow of current to the rotor 
(field) winding, as shown In Figure 11. 



A zener diode (Z1), Figure 10, and a thermistor are 
incorporated In the voltage regulator circuit, along with 
calibrating resistors and two switching transistors (Q1 
and G2). The zener diode Is the voltage sensitive com- 
ponent, while the thermistor serves to adjust the zener 
diode action to suit regulator operating temperatures. 



The magnetic field of the rotor winding begins to col- 
lapse, reducing alternator voltage, as shown in the 
graph, Figure 11. The Instant that the voltage drops below 
the zener diode conducting or "regulating" level, the 
zener diode becomes an open circuit and the driver trans- 
istor switches "off", allowing the output transistor (Q2) 
to switch "on" again. The dotted trace In the graph shows 
the slight drop in voltage and the rapid rise, caused by 
the "on/off " action of the semi-conductors. 



Note that the output transistor (Q2) la In series with 
the regulator Input lead and with the regulator output 
lead to the rotor (field) winding. Tnis transistor Is turned 
M on" and "off" by the action of the regulating zener 
diode, and the driver transistor (Q1). 



Initial alternator excitation, creating a light magnetic 
field around the rotor assembly. Is accomplished by pas- 
sing battery energy through the excitation resistor, emitter 
sslslor* output transistor (Q2) to the rotor (field) winding. 



The thermistor exerts lis influence on the regulated 
voltage level by changing Its resistance with changes in 
temperature. The resistance variations have a direct 
effect on the function of the zener diode, providing higher 
charging rates in cold weather and lower charge rates In 
warm weather. 









A typical temperature-resistance characteristic curve 
is shown In Figure 12. Also refer to the voltage vs. am- 
bient air temperature chart on page 12, 



9/71 



^FOfTD MOTOR CO, 1971 



PAGE 5 



■PART 3-ELECTRICAL SYSTEM- 



THERMISTOR REStSTANCE-VS-T EMFERATURE 
>9o r 



O io» 
X 

— 40O 



^ 300- 

3 



30a 



irt 



KH 



1 — ' 






















1 — 1 










































































































— 























— 






1 — 


















































-JO -ID D WW W 46 M 40 70 ID *0 100 HO 1*0 ItO MHt 

TEMPERATURE °F 

Figure 12 

Typical TomporatoFO — 

Ra»r«tanc* Characteristic* *f Th«rmi*tor 






A series of short connecting cab Fes are soldered to the 
regulator circuit board, with the opposite ends terminat- 
ing in a polar I led connector plug. The regulator circuit 
is insulated from the metal housing, therefore the regula- 
tor requires no external ground. The regulator will func- 
tion as long as It is connected, even if it is merely 
hanging by the connecter. 









Generally, red leads connect to the voltage sensing 
auxiliary terminal of the alternator, the positive source. 
Black leads connect to Hie rWgttfVt Of grouse terminal of 










If J 












Figure 13 
Voltage Regulator Circuit 



1, Black L*od Ground 

2- Outpul Tmmlilar 
3i Thoj-mislor 

4. Regulgfnf 

5. Gr«,n L« fl d Fit Id (R*l«) 

6. R«d Ltod Au«lll«ry (SWOT) 



7. YiIIp- Liod ExcltoHoo 

8. EKdlaflwi RtiTitPf 

9. £«rwr Plod* 

ID, Orlv«r Trom liter 
11. Eflillfar R»»lirOf 






the alternator. Green leads connect to the brush, (field) 
terminal. The fourth lead, the external lead from the ex- 
citation resistor (R1), Figure 13, connects to the key- 
starter switch. The fifth lead, the output from the 
alternator to the battery, is a heavier brown lead. 



2, IN VEHICLE TESTS AND SERVICE PROCEDURES 



IN- VEHICLE TESTS 
Pre J i mi nary Checks 















Prior to electrical testing, a thorough Inspection of 
the charging and electrical system Is required to elimin- 
ate associated conditions that may be Interpreted as a 
defective alternator or regulator. 






1. Check all electrical leads and connections, repair 
or replace necessary parts. Check the condition of 
the alternator drive belt and pulleys. Severe opera- 
ting conditions will accelerate belt and pulley wear. 



Tighten the belt to avoid slippage during testing. 
Belt adjustment is covered on page 14. 















. Check the alternator brushes for wear. Replace If 
worn more than half their original length. Brush 
removal and installation is covered on page 14. 
Brushes worn too short tend to lose contact with 
the slip rings. While the brush cavity Is exposed, 
check the slip rings for cleanliness. If cleaning Is 
required, use a fine grade of crocus cloth for this 
purpose. Inspect radio capacitors (filter), If Installed, 
for open or shorted conditions, replace defective 
units* 



PAGE 6 






CHAPTER 7 



Check the battery. The battery used In electrical 
testing must be of correct voltage and must be In 
good condition and fully charged. If a slave or jumper 
battery is used for testing, the connecting cables 
must be securely fastened to the system, 






IMPORTANT; Observe proper battery and system 
polarity when installing the battery in the tractor. 
The alternator nameplate indicates the system 
polarity. See Figure ?4, Incorrect battery polarity 
witl destroy the rectifier diodes in the alternator* 



As a precautionary measure, always disconnect the 
battery ground cable from the battery when charg- 
ing the battery with any haltery charger. This is 
mandatory with fast chargers that may have defec- 
tive rectifying systems, as the: rectifier diodes in 
the alternator could be destroyed. 



DO NOT, under any circumstances, short the alter- 
nator field terminal to ground, as permanent damage 
to the regulator may result* 



of battery resistance would Cause system voltage to 
rise to an extreme valve, damaging the alternator, 
regulator, and possibly other accessories* 



ALWAYS disconnect the battery ground cable from 
the battery when removing or installing the alternator ; 



4, Check the key-starter switch. One of its functions 
is to supply initial excitation current for the alter- 
nator rotor (field) windings* The switch must be in 
good condition to perform the following tests. Switch 
removal and installation is covered in Chapter 1 . 



Test Equipment Required 












The alternator and regulator tests require electrical 
test equipment that will measure voltage, current, and 
resistance. Individual meters are used in the following 
fn-vehide tests, however, most commercial testing 
equipment incorporate several testing devices In a single 
assembly. Use your equipment according to the manu- 
facturers instructions. Equipment should provide: 

• Voltmeter, with to 20 volt scate 



DO NOT disconnect the voitage regulator connector 
plug from the tractor wiring harness while the alterna- 
tor is operating* A large voltage transient could 
develop and may damage the alternator. 



DO NOT disconnect the alternator output lead from 
the alternator while the altgmaiar is operating. This 
same precaution applies to the battery cables, they 
must not be switched "off" or Disconnected from the 
battery while the alternator is operating* The loss 






• Ammeter, with to 60 ampere and to § ampere scales 

• Field Rheostat, wire-wound, to 50 ohms, 100 watt 
rating, with aFMgator clips on connecting leads 

• Series Resistor, 1/4 ohm, with connecting clip or 
leads 

• Carbon Pile fSun BST-11 or eoual) 

• Volt-Ohm-Mi 1 1 iammeter (Simpson 260 or equal) 

• 12 volt test lamp, and 115—120 volt AX. Test Lamp 



o 



O Msd * 

In U.SA 



MOTOROLA 9 

AutomotivB Products 



MODEL NO. 




o 






Figure 14 
Alternator Nameplate 

1. Ground In form a Hon 



• Diode tester, any commercial type (optional) 

# Assortment of j-umper cables with alligator c tips 

The ammeter will be connected into the system when 
the field current is tested, and for the total output test, 
page 12. If the ammeter has provisions for reversing 
meter circuit, and for switching from one scale to another, 
the test wFII advise thrs action. If necessary, meter 
leads would be reversed to accomplish in is action* 



NOTE: Ammeter leads must be secure and should not 
separate during testing. If alligator clips on the ammeter 
leads are questionable, replace them. 



9/71 



<D FORD MOTOR CO- 1971 



PAGE 7 



-PART 3-ELECTRJCAL SYSTEM- 



ntfor*mc# fa "ground 1 * intlical+s that a good grvvnd it 
nectsJ0ry» TJ?» attmrnator ground* jfW wCvfd ie ffc* bvit 
grounding point* 



Battery Voltage and 
Shorted Isolation Diode Test 

Condition*: Key Starter Switch OFF, Engine NOT Running 

I.Thia te$t will determine if the tractor battery is 
properly installed and if the isolation diode is func- 
tioning property by Keeping battery voltage off of the 
alternator auxiliary terminal, Figure 15. A shorted 
isolation diode will allow the battery to discharge 
through the voltage regulator, The charge indicator 
light will "burn" when the key Is off it the isolation 
diode is shorted. 

2- Connect the voltmeter negative lead to ground and 
the positive lead to the output terminal at the Isola- 
tion diode heat sink, Figure 15. The voltmeter should 
indicate battery voltage. 




1. H«f Sink 



Flf vre 14 
Output Lafld Petition 

2, Do N«rt Allow Output L*ad Tu ToucK H«i Sink 










Figur* 15 
Battery Vol tog* and Shorted Isolation Diodt Tott 



1. Regulator 

1. Ground 

1. Field 

4. Auxiliary 

I* dotation Pled* H#at Sink 



6, KiySwllch 

7. Output 

B. T*»t Voltmeter 
9. Battery 
10. Auxiliary Output 







Figure 17 
Insulators for Isolation Diod* Anembly 

1, 3/i" O.D. Wmahm J* 1/2" 0,0. FlW Waehei 

2. H r lan Sl**wa e- L*ct H v f 



PA<5£8 






CHAPTER 7 



3. Move the positive voltmeter lead to the auxiliary 
terminal, Figure 15. The voltmeter should read zero 
volts. If the voltmeter continues to indicate battery 
voltage, either the Isolation diode is shorted r or the 
output lead Is contacting the isolation diode heat 
sink. Figure 16, allowing battery current to bypass 
the Isolation diode. Loosen the nut and reposition 
the output lead if necessary. 



4. The Isolation diode may be replaced without removing 
the alternator. Remove the battery ground cable 
(negative) during replacement. 



NOTE: Reinstall fh« h*of sfnJt insulator* fa fht/r 
original position*. Figure 77. 



Excitation Voltage Test 

Conditio nt: Key Starter Switch ON, After Connecting 
Voltmeter Leads, Engine NOT Running 

1. The results of this test will Indicate if battery volt- 
age and current. Controlled by the key-starter switch. 




Ffgurw 18 

Alternator Field Circuit 

1. (tabulator JL K«y -Switch 

2, Exc Italian RulitM ?. AijxJ ll«ry Ttralmf (Alt) 
I. Ahamalar 10. R*tOr Winding 

4< ifvih S*t 11, Ntfathra Output 

1. FlaU Tamlnal (Alt) 12. Baft*^ Poiltlv* 

6. In J. Lamp 13. Battarr Naaotlva 

7. Slip Rlfiai 








oco ooo 



1. R» fl ul<]-t&r 

2> Ground" 

3. Fl*td 

4. Auxiliary 

5. Kay-5*lteh 
». CTulput 



Figuf» 19 
Excitation Voltag* Teit 
7, On 

!♦ Tnt Valtmttr 
9. 1,5 la 2 J Volti 
TO. Boft*T 

11, Auxillqry 



Is passing through the voltage regulator and into the 
rotor (Maid) winding to provide In Ufa f excitation of 
the alternator. Figure 18 shows the circuit Involved. 



2. Connect the voltmeter negative lead to ground and 
the positive lead to the auxiliary terminal, Figure 
19, Turn the key-starter switch on* The voltmeter 
reading should be approximately 2.5 volts. If the 

voltmeter reads approximately 2.5 vorts T remove the 
fuse from the instrument panel. The charge Indicator 
tight should go out and the voltmeter should drop to 
1.5 volts 



3. If the voltmeter Indicates zero volts, recheck all 
connections between the kay-starter switch and the 
excitation lead of the regulator. Repair as needed 
and continue the test. 



4, If the voltmeter reads more than 2.5 volts or 1,5 
volts with the Instrument fuse removed, ft Indicates 
a fault in the regulator or in the alternator rotor 
{field) winding* Bypass the regulator Input-output 
circuit with a jumper cable In order to Isolate the 
fault. See Figure 20. 



S/71 



© FORD MOTOR CO. 1971 



PAGES 



PART 3-ELECTRICAL SYSTEM- 




1. Fiald 

2. Jumper 



Ftgur* 20 

Application of Test Jumper 

3. Auxiliary 



5. Connect the jumper cable between the alternator 
auxiliary terminal and the brush terminal (field). 
Note the voltmeter reading. If the jumper causes the 
voltmeter to indicate 1.5 volts (2.5 volts with charge 
Indicator light burning), the regulator Is defective. 
Replace the regulator ami repeat the test. 



NOTE tf frte opplication of thm jumper rfoes not 
corract th* high vo/fog* reading, thick th* ervtriti, 
bruin holder and sfip rings for ground in q or trior*' 
circuit, Tn*n chmck currant oVaw a§ th* rotor (flatd) 
winding, o% in th* "Fiofd (Rotor) Qrtuh Tojf", 
pa g*12, and th* "Rotor Co/ J Currant Grow" and 
"Rotor Call (Fiaid) Ground T»*f *'*, poqw 27. 



Open Isolation Diode Test 

Condition*: Key Starter Switch ON, Engine Running ai 
Fast idle, After Vo it meter is Connected 



I.Thie test determines if the isolation diode Is con* 
ducting the electrical energy, produced in the alter- 
nator, to the tractor battery. 



2. Connect the voltmeter negative lead to ground and 
the positive lead to the alternator auxiliary ter- 
minal. See Figure 21, Start the engine, run at fast 



idle. The voltmeter should Indicate 15.1 to 15. t 
volts {depending on ambient temperature}. Refer to 
the chart on page 12. 



Move the voltmeter positive lead to the output ter- 
minal. The voltmeter should Indicate T4.1 to 14.8 
volts It the Isolation diode Is conducting the alter* 
nator energy to the tractor battery. If the voltmeter 
indicates battery voltage (12.0 to 12-6 volts), the 
isolation diode Is open circuited and requires re- 
placement, Retost after Installing a new isolation 
diode. Figure 17 shows the position of the Isolation 
diode Insulators. 



Voltage Regulator Operating 
Voltage Test 

Condition*: Key Starter Switch ON. Engine Running at 
Fast Idle* After Maying Ammeter, Voltmeter. 
Series Resistor, and Carbon Pile Connec- 
tions 




1. Rb gul ot at 

2. G found 

3. Fi»ld 

A, Auxiliary 

5* Kor-Swiich 



Figure 21 

Open I talari on Diode Tett 

6. Output 

?. ON 

S. T«ir Y«lrm*!«r 

9. Bpittry 

10, Ovipur Auxiliary 



PAGE tO 



- CHAPTER 7 - 



HKMHi 







- ... 

Figurt 22 
Typical Va Ohm Rfliiltor 

1, Turn the load control knob of the carbon pile rheo- 
stat to "off", before connecting the leads to the 
battery terminals* 



Secure all connections. Start the engine and run for 
5 minutes to normalize component temperatures. 



4. The 1/4 ohm resistor will reduce charging current 
to fl to 10 amperes, a Hewing the alternator voltage 
to rise to the point where the voltage regulator will 
commence limiting voltage. 

5. If the charging current, indicated on the test ammeter, 
is Less than 8 amperes, apply a small load to the 
battery with the carbon pile. 



2. Disconnect the battery ground cable from the bat- 
tery. Connect the test ammeter and the 1/4 ohm 
series resistor between the output terminal and the 
output lead. Figure 22 shows a typical 1/4 ohm 
series resistor. The meter circuit should be set on 
the to GO ampere scale. Reconnect the battery 
ground cable. 






3. Connect the voltmeter negative lead to ground and 
and positive lead to the output terminal. See Fig- 
ure 23. The voltmeter should indicate battery voltage. 



NOTE: The voltage indicated, whit* the alternator 
is charging 8—10 amperes, is tha regulated voltage. 
The cb<Itt 6e/ow shows acceptable voltage levels 
at various temperatures* tf higher or lower voltmeter 
readings ore noted, replace the voltage regulator and 
repeat the test. 



* 



6 + Turn the carbon pile load control knob to "off" Em- 
mediately after the test to avoid discharging the 
battery. Leave the loading cables on the battery 
terminals. 







Figur* 23 
Yaltag» Regulator Operating Voltage 



1. Ground 

2. Regulator 

3. Fislri 

a\, Auxiliary 

S, On (Key- Switch) 

6* Ammeter 



7, Output 

ft. Test Voltmeter 

9. Battery 

ID, Output 

11, % Ohm Resistor 

12. Carbon Pi I* 




1. Regulator 

2. Regulator Field Lead Pit 

connected from Brush 

3. Ground 

4. Field 

5. AuMjliory 

6. Koy- Switch. 



Figure 24 
Fi*|d (Rotfif) Circuit Test 

7. Ammeter 

B. OFF 

9. F]eld Rheostat 
10, T**t Voltmeter 
If, Battery 

12. Field 

13, Carbon Pile 






9/71 



© FORD MOTOR CO. 1971 



PAGE fl 



PART 3-ELECTRICAL SYSTEM- 



7. Remove the 1/4 ohm resistor from me circuit 

Field (HoLor) Circuit Test 

Conditions: Key Starter Switch OFF, Engine NOT Running 

I.Tftis test requires the temporary application of a 
carbon pile across the battery to adjust battery volt- 
age to a common reference value. The field rheostat 
le placed in series with the baitery positive terminal 
and the held {brush) winding to protect the ammeter 
from possible overload. 

2, Remove the lead from the brush terminal (field). Set 
the field rheostat to maximum resistance. Connect 
the leads to the alternator output terminal stud and 
to the brush terminal. Connect the voltmeter negative 
lead to ground and the positive lead to the brush 
terminal, See Figure 24. 

3. Place the ammeter circuit on the low-scale operation 
(0 to 6 amperes V Connect the ammeter between the 
output terminal and the output lead so the negative 
lead (black) is connected at the alternator terminal. 



A slight variation in current may be noted if the rotor 
is moved during the test, indicating the rotor slip 
rings and brushes require cleaning* If the test result 
indicates that field current is too high or loo low, 
the alternator will have to be disassembled for de- 
tailed repair. Possible causes of higher current are: 

* Snorted windings in I he rotor coll 

* Foreign material lodged between the slip rings 

* Grounded slip ring or a short circuit in the leads 
connecting the slip rings to the winding 



NOTE: Low field currenr may be ih* resuh of a high' 
resistance soldered contraction or an open circuit 
between the slip rings one* fne winding. 















If this test is satisfactory, or if repairs are com- 
pleted, remove the Held rheostat from the circuit and 
reconnect the brush lead to the brush terminal, Re- 
verse the ammeter polarity (swtlch leads) and switch 
the circuit to to 00 ampere operation* 



8. Leave the carbon plte loading leads connected to 
the battery. Proceed with the nexi test. 



4. Slowly reduce the rheostat resistance to full out, 
If the ammeter tends to exceed 3,0 amperes, stop 
the test and disassemble the alternator for inspec- 
tion and repair. If the ammeter remains below 3.0 
amperes, the! leirf (rotor) circuit is correct. 

5* With the rheostat resistance eliminated {lull out), 
slowly apply the carbon pile load to Ihe battery ter- 
minals until the voltmeter indicates 10.0 volts. Note 
the ammeter reading immediately, It should be 1,66 
to 2.25 amperes at 10,0 volts, with 70" to SO* F, Turn 
the carbon pile load control knob off alter the test 
to avoid discharging the battery. 









Alternator Output wild Svstom Teat 

CenJitioiM: Key Starter Switch ON> Engine Running a| 
Fast Idle, After Meters are Connected {Car- 
bon Pile Still In System) 



1. This test will determine if ihe alternator is capable 
of producing its minimum rated output, which is an 
evaluation of the rotor, stator and all diodes; and 
their ability to produce current and voltage:. 



REGULATOR VOLTAGE 


! vt, AMBIENT AIR TEMPERATURE 








Temperature in Decrees ( a F) 


Q« 20* 


4Q* 


60° 80" WO 


120* 


140* 


160* 


Minimum Output Terminal 
Voltage (10 Amp. Load) 

Maximum Output Term trial 
Voltage (10 Amp. Load) 


14.60 14.45 
15.40 15,25 


14,26 
15,08 


14.13 13.95 13.80 
14.92 14.75 14.60 


13.65 
14.45 


13.60 
14.28 


13.30 
14.13 



PAGE 12 









CHAPTER 7 



2. Maximum alternator output depends on alternator 
ambient temperature as well as rotor speed, therefore 
a gan#rol minimum feted output is acceptable for 
common reference. 



3. The charging system Is also tested under partial 
load to determine if an excessive voltage loss exists 
between the alternator and the battery through the 
connecting cables. Figure 25 shows the circuit. 
Connect the voltmeter negative lead to ground and 
the positive lead to the output terminal. The ammeter 
should be on the to 60 ampere scale. 



4. Turn the key-starter switch on. Start the engine 
and run it at approximately 750 rprn for 6 minutes 
to normalize component temperature. If the ammeter 
indicates less than 10 ampere charge, slowly load 
the battery with the carbon pile until 10 ampere is 
shown on the ammeter. Record the voltmeter reading. 



5. Move the positive voltmeter lead to the positive 
battery post, note the voltmeter reading. The volt- 



meter readings obtained should be within 0.3 volt 
of each other. If a greater differential exists, in- 
spect all cables and connections between the 
alternator and the battery for poor or loose connec- 
tions. If satisfactory voltage loss is Indicated, 
proceed with trie test. 



6. Increase engine speed to provide 30OQ to 4000 rprn 
alternator rotor speed (1400 to 1870 engine rpm) t 
Increase the carbon pile load, causing the alternator 
to deliver maximum output in amperes. Voltage should 
remain between 13.0 and 15.0 volts (with voltmeter 
positive lead on output terminal.) The ammeter should 
indicate a minimum of 45 amperes. 



7. To avoid discharging the battery, turn the carbon 
pile loading knob to "off" after the test. 



B. If the alternator does not produce the minimum rated 
output (45 amps), it should be disassembled and 
repaired. The problem could be one or more defective 
rectifying diodes or defective stator windings (open 
or shorted). 




1. Regulator 

2, Ground 
3- Fisld 

4. Auxiliary 

5. Kay -Switch ON 

o. Ammttir 



Figure 25 
motor Output and System T«t 

7. Output 

8. TW Voltmeter 

9. B littery 
tO. Battery Pat tt Eve Output 
1 1. Carbon Pile 



9. This concludes the series of In-vehlcls tests. If it 
is necessary to repair the alternator, follow the sug- 
gested procedures In Section 3, "Alternator Overhaul 
and Bench Check.*', page 16. 















■■F 1N-VEHICLE SERVICE PROCEDURES 
Alternator Belt Adjustment 



Check the condition and tension of the alternator belt, 
Figure 26, every 300 hours of operation and /or before 
performing the M 1n-VehEcle Tests" on page 6. A cor- 
rectly adjusted belt will deflect 3/4 to 1 inch (19,05 to 
25,40 mm.) when a 25 pound (11.34 kg) force la applied 
midway between the alternator pulley and crankshaft 
pulley. If the belt shows signs of cracking or fraying, 
install a new belt. 



To Adjust tK* Belt: 
1. Loosen the alternator attaching bolts. 



9/71 



FORD MOTOR CO. 1971 



PAGE t3 



^^™ 



PART 3-ELEGTRlCAL SYSTEM 










Figure 26 
Alternator B*lt Adjustment 



1. Attaching Bolt 

2. Apply Pressure to Front 

Housing Only When 
Adjusting B«lt 

3. AlttmOtor Pulley 



4. Crank ■ ha ft Pulley 
5 + Do Not Apply Pr* j mre 
To R«ar Housing 
When Adjusting B»]f 



4. Grasp the field terminal and gently putt the bru 
assembly down and away from the alternator as shown 
in Figure 27. Refer to page 16 for inspection and 
repair of the brush assembly. 



J nsfal lotion: 






1, With the battery ground cable {negative) discon- 
nected, grasp the brush assembly by the field ter- 
minal and insert it into trie brush opening as shown 
in Figure 27. 









2. Place the dust shield and cover over the brush 
assembly. Secure the assembly In place with the 
two brush mounting screws. 









3. Connect the field wire to the brush assembly ter- 
minal. 



4. Connect the battery ground cable- (negative) to the 

battery* 



2. Pry the alternator away from the engine, then tighten 
the attaching bolts, 

IMPORTANT: When prying th* alternator away from 
f/ie engme, apply pressure to the front housing only* 
Do not pry on th* re or housing, 

3* Recheck be it deflection. Readjust if necessary. 



Alternator Brush Removal 
and Installation 



Camova 



i: 









1, Disconnect the battery ground cable (negative) from 
the battery. 

2, Disconnect the field wire from the bru* h assembly 
terminal. 

3, Remove the two bruah mounting screws, then lift the 
cover and dust shield from brush assembly. 




Figure 27 
Alternator Bru i It Removal and )n«tallatjsn 

1. Bru th Aii»mbly 



PAGE 14 









CHAPTER 7 




Figur* 28 
Uolofion Diodo Removal and ln«t<a| latl-oit 

1, Auxiliary Output Sturf 5, LocknutS 

2, Iioletkon Diorf* As*#mbly 6 + 3/4" C%D. Wo*h*r 

3, Output Terminal 7. Nylon S|«*v« 

A. Ntgoliv* Output Stud 6. 1/2" Q.D. Flb#r Wefhtr 



Figure 2S, over the terminal studs. Make sure the 
3/4" (19.05 mm*) O.D. washer and nylon sleeve Is 
Installed on the negative output stud behind the 
diode assembly. 












2. Secure the diode assembly to the terminals by in- 
stalling the 10-24 locknuts. Make sure the 1/2" 
(12,70 mm.) O.D, fiber washer is installed on the 
negative output stud between the diode assembly 
and lockout. 



3. Connect the output lead to the output terminal, 



IMPORTANT: Mofct sen-* th* output lead does not 
touch the hoot sink. Soo Figur m 76. 



4. Connect the battery ground cable (negative) to the 
battery. 






Isolation Diode Removal and Installation 

Removal: 

1. Disconnect the battery ground cabte (negative) from 
the battery. 



2. Remove the two 10-24 locknuts and the 1/2" CD. 
(12.70 mm.) fiber washer from the auxiliary terminal 
and the negative output stud. Notice the nylon sleeve 
on the negative output stud, Figure 26. 



Voltage Regulator Removal 
and Installation 

PUMVah 

1. Disconnect the battery ground cable 
the battery. 



2. Remove the tool box cover. 



from 









3, Disconnect the output lead from the output terminal. 



3. Disconnect the wiring harness from the vol race regu- 
lator quick disconnects, dee Figure 29. 



4. Lift the isolation diode assembly from the terminal 
studs, and remove the nylon sleeve from the heat 
sink and /or negative output stud. Refer to page 20 
for inspection and repair of the diode assembly. 



Installation: 



4. Remove the attaching screws from the regulator. 
Remove the regulator from the tractor. 



Inttol lotion: 






I, With the battery ground cable (negative) disconnected 1, Attach the voltage regulator to the tool box com- 
from the battery, ptace the Isolation diode assembly, oartment with the attaching screws* 



i/71 



©FORD MOTOR CO. 1971 



PAGE 15 



PART 3-ELECTRICAL SYSTEM 



2, Connect the wiring harness to the regulator quick 
disconnects. 









3. Install the tool box cover. 



4. Connect the battery ground cable (negative) to the 
battery, 

























Figure 29 
Voltage Regulator |n$ tolled in Tractor 
T. Vol lag * R«gul0lor 












3. ALTERNATOR OVERHAUL A!SD BENCH CHECK 



ALTERNATOR OVERHAUL 
A. Removal 

1. Disconnect the battery ground cable (negative) from 
the battery. 



2. Grasp the Held terminal and gently pull the brush 
assembly down arid away from the alternator as shown 
in Figure 27, Refer to page 18 for inspection and 
repair of the brush assembly. 



2. Disconnect all wires from the alternator. Figure 30, IsoleHon Diode Removal: 






3. Remove tne aUemator from the tractor by removing 
the attaching bolts. 



1. Remove the two 10-24 locknuls and the 1/2" (12.70 
mm.) O.D* fiber washer, Figure 26, from the auxiliary 
and negative output studs. 



B* Disassembly 
Broth Removal 






1. Remove the two brush mounting screws, then lift the 
cover and dust shield from the brush assembly. 



2. Lift the isolation diode assembly from the alternator. 



IMPORTANT: Do not /ooj* tht nylon i/«eve ft 
insulates fht oVWe Ouemt/y from fne negative out- 
put terminal. 



PAGE 16 






CHAPTER 7 




Figure 30 
Alternator Installed on Tractor 



1. AtiochJ n 9 Bell 

2. Bruih (Field) Tirmtnol 

3. Ground (Negative} 



4r Auxiliary Terminal 

5. Spacer 

6, Output Tirmtnol (Pa**) 




3. Remove the nylon sleeve and 3/4" (Tf.05 mm,) 0\D* 
washer from the negative output terminal. Rater to 
page 20 for Inspection and repair of the diode assem- 
bly 



Reor Housing Rome vol: 

1* Removal the four through bolts and square nuts hold- 
ing the housings together. Sea Figure 31, 

2. Insert two small screwdrivers in the stator slots be- 
tween the stator and front housing, as shown in 
Figure 32, 



IMPORTANT; Do not tnsmrt rfi* jcrewdr/ver Wades 
deeper than ?/Id M {1.59 mm*), see Figure 3J, fa 
avoid damaging fhe stater winding. 



3. Apply pressure at several points around the stator 
to extract the rotor and Iront housing as an assembly. 
Do not burr the stator core, as it may make reassem- 
bly difficult. 




Figure 31 
Removing Through Bolts 



1. !i Inch Socket 



Sepororlng Stater From Reor Houiing: 









1. Place the stator and rear housing assembly on a 
clean smooth working surface, free of met at chips 
that could damage the windings. 



Remove the remaining lock nuts and insulating 
washers from the rectifying diode terminal studs. 
Carefully slip the diode plate studs from the rear 
housing. Do not exert unnecessary pressure on the 
stator leads. Refer to page 20 for Inspection and 
repair of the rear housing, 

k me. 




m*m 



1- Stotei 



Figure 32 
Separating Stator from Front Heeling 

2. Front Housing 



9 71 



© FORD MOTOR CO. 1971 



PAGE 17 



-PART 3-ELECTRICAL SYSTEM- 





II 




® 4 

1 



Figur* 33 

Clearance Required lo Prevent Demage 

During Homing Separation 

1< Note Clearance Balwaarr Stalor Winding and StrewdHver 



Pul l*y 4 Fan, and Spacer Rernovol: 

1. The pulley is a slip-fit on the rotor shaft, positioned 
with a Woodruff Key. To remove the nut and lock- 
washer from the shaft, clamp the pulley in a vise 
using an old oversize belt to protect the pulley from 
the vise jaws. See Figure 34, 



2. After the pulley nut and lockwasher have been re- 
moved, the pulley may be separated from the alter- 
nator. Stubborn cases may require a puller for this 
operation. The fan will then slide over the key. 




Remove the key with diagonal pliers* If the aide 
of the key are slightly rounded from running loose, 
place the nut back on the shaft, Use a screwdriver 
to pry the key from the slot as shown In Figure 35. 
Remove the spacer from the shaft. Refer to page 23 
for inspection and repair of the pulley and fan. 



Separating Rotor From Front Housing: 

1. Using long nose pliers, compress the ears of the 
front bearing retainer, as shown in Figure 36, Lift 
the retainer free of the recess. After the rotor and 
front housing are separated, the retainer can be re- 
moved from the shaft. 



In most cases the housing and rotor can be separated 
from the bearing by tapping the assembly on a block 
of wood, as shown In Figure 37. Special pullers may 
be needed if the above method faila to separate the 
assembly, After the use of such equipment, examine 
the housing for possible damage. Refer to page 24 
for Inspection and repair of the rotor and front housing. 



I ,. In^prrLinn and Krfjiiir 

Brush Inspection: 

1, Inspect the brush assembly for excessive wear. 
Install a new assembly it the brushes are worn to the 




Figure 34 
Pulley Rirnovol 



I. Old Ovinia Belt 



1, Woodruff Key 



Figure 35 
Woodruff Key Remove! 
2. Spot*' 



PAGE tB 



CHAPTER 7 





Flf vre 37 
Separating Front Homing from Rofrpf 



Fig iff. 36 
Releasing Front Blaring Retainer 
1. Comprtu Eon of Front Bearing Retainer to Unlock 









point where they protrude from the brush holder less 
than 3/16 Inch {4,76 mm,) {ha If their original length). 



2, Check for deposits of foreign material, oil or dirt, 
that may bind brush movement or result In poor slip 
ring contact. Clean the entire assembly In cleaning 
solvent. Blow dry with compressed air. 



3, Check the brush spring tension. It should be 4 to 
6 ozs. {153. 4 to 170,1 grams). Install a new brush 
assembly If the tension is too high or too low. 



4. Check the insulation and continuity with a 12 volt 
test lamp or onmmetsr. (Single terminal assembly). 
See Figure 38 and the following: 







Figure 3B 
I ntu lotion and Continuity Tett Feints 

I. Bracket D 3. Grounded Bruih E 

7. Field Terminal A 4, Insulated Brush C 



9/71 



©FORD MOTOR CO, 1S71 



PAGE 19 



PART 3-ELECTRICAL SYSTEM- 






• Insulation test. Point A to □, no circuit indicates 
no short circuit, assembly correct. 



• Continuity lest, Point A to C and O to E, con- 
tinuous circuit indicates no open connection, 
assembly correct. 

MOTE; In each of the above tests, resistance shwtd 
not vary whe-n the brush nod" connecting lead wire 
is moved around 1 . 



halation Diode Inspection 



le \m 



I.Test the isolation diode with a commercial diode 
tester according to the manufacturer's instructions. 



NOTE: A 9 to 12 volt battery operated test /amp may 
be used if a commercial tester is not available. 



2. Connect one test lead to the output terminal Stud of 
the diode and the other to the exposed metal area 
on the auxiliary terminal of the heat sink. See Fig- 
ure 39 , 



3. Repeat the test with the leads reversed as shown 
in Figure 40, 




Figure 39 

Isolation Diode Test, Red or Y#IJ«w Dtade Plate 

I'Lamp Should Light) 

1i Lamp Should Light A, Negative 

2. Poiill-v* Output Terminal 5. Bore MiMai Inpyi Ar*g oi 

1. Poiitlvo Hear Sink 

6, Baii e .y l?V 




Figure 4Q 
Isolation Dj*de Test, Red or Yellow Diode Plate 
(Lamp Should Not Light} 



1. Bare Mat* I Input Aroo of 

Heot Sink 

2. Positive 

3. Negative 






4, Lamp Should Net Light 

5. Poiirive Output Terminal 
O. Battery 12V 



lir. 



NOTE The lamp should tight whan the leads at 
connected as shown in Figure 39, if the lamp fat* 
to tight i the diode is open and" it must he replaced. 
The lamp should not tight when the leads ore re- 
versed, os in Figure 40. li the lamp does light, frit 
diode is shorted and it must be replaced. Replace 
a defective isolation diode as a complete assembly. 
Do not immerse the isolation diode in o severe 
cleaning chemical as it may remove the special cof' 
rosion resistant paint. 






Rear Housing Inspection: 






1. Check the rear housing for cracks around the drilled 
openings. 









2* II the rear bearing bore has been scuffed from the 
bearing turning in Ihe casting, the housing must be 
replaced wilh a new housing. 












3. Clean the housing in solvent if It is to be re-used, 

4. Install a new rear bearing retainer {O-ring) In ih L 
bore recess. See Figure 41 . 



PAGE 20 






CHAPTER 7 



Rectifier Diode Impaction: 

I. Separate the diode assemblies from the stator teads. 
as shown in Figure 42. Use pliers as a heat dam 
between the diodes and solder point to protect the 
diodes from heal damage. Avoid trending or twf sting 
the diode terminal. 



2. With the equipment and procedure used for testing 
the isolation diode, test each recWler diode. All 
diodes In the same heat sink must test alike. Re- 
place the complete assembly If one or more of the 
diodes are defect (ve. 



NOTE: Da nor connect the test lead to tho heat sink 
j tods, Figure 4X wkm testing the diodes* Use th* heaf 
sink itself, as the studs may 6# fooit. When assembled 
in the ol rem trior, the jWj are lightened with lock nufs. 







Figure 42 
Soldering ond Unsoldering Diode Leads 
Using Pliers as Haat Dam 
L Place Heal Dam Berween Diodo and Solder Point 



Diodes with RED port nam hers ore Positive Diodes and 
will conduct Postive potential through the diode f as 
shown in Figure 44* 












Diodes with BLACK part numbers ore Negative Diodes 
and witt conduct Negative potential through the diode, 
os shown in Figure 45m 




Figure 41 
Rear Bearing Retainer Installed 

1, R*tolrt#f (O Ring) 




1. Diod*i 

2, Do Not Use Studi 



Figure 43 

Diode Testing 

3. Connect Test Lead to 
Heal Sink 



t/7l 



©FORD MOTOR CO. t97l 



PAGE 21 



■PART 3-ELECTRICAL SYSTEM- 




Pi fur* 44 
Positive Diode Testing (Red Paint on Diode) 
1. Current Does Not Flow 2. Current Ftowi 

■ ■ 
Stdtef Inspection: 






1 . The alternator stator assembly, Figure 46, consists 
of three individual windings, wound on a common 
core or lamination, The lamination is epaxy coated 
to provide durable insulation. 



MOTE; Di separation of the enamel on the windings 
is evidence of overheating an J a shorted conaiffou. 




Figure 45 
Negative Died. Testing (Block Paint on Diode} 

1. Currant Flow* 2. Current Da#i Not Flow 







Flgur» 46 
Stater Assembly 







PAGE 22 



■ 



Figure 47 
Delta Type Winding 



CHAPTER 7 



2, The Delta wound stator, used in 55 ampere alterna- 
tors, terminates the ends of trie three windings to 
form three junctions of two conductors each, as shown 
at X, Y, and Z H Figure 47 + 



3. Unsolder ihe diode conneciing leads from the stator 
junctions, Figure 48. Separate the leads as shown 
In Figure 49, 



4. With an ohmmster or 12 volt test lamp, test each 
circuit (A, B, and C) for faults. Re-use the stator 
If the tests indicate that il is in good condition. 







Figure 49 
S to for Connecting Lead* Separated far Test Purposes 

1, Circuit A 3, Circuit C 

2. Circuit B 




Figure 48 
Stator Connecting Lead Junctions 

1. Staler Jvnctlonj 



NOTE The resistance of #ocn winding is very Saw, 
approximately 0.1 ohm, therefore, the on mm eft r test 
wifi indicate continuity, open circuit, or ground with- 
out much Reference fo actual value or ret ("stance. 
TAe 12 valf rear lamp witf also indicate continuity, 
open circuit, and ground. 



5, Reassemble the stator and diodes using only rosin 
cor* colder to secure good mechanical connections. 
Route the leads in their original position for ease 
of assembly. 

IMPORTANT.' Be sure fa use a heat dam to protect 
the of i a of e s when re sol daring them to the stator. 
See Figure 42* 



Fan, Pulley, and Spocor Inspection? 

1. Inspect the fan for cracked or broken fins, also note 
the condition of the mounting hole, If the hole Is 
worn from running loose, install a new fan. See Fig- 
ure 50. 



9/71 



(J) FORD MOTOR CO. 1971 



PAGE 23 



-PART 3-ELECTRfCAL SYSTEM- 







i. 






Fan Impaction Point* 
1. Intact &on for Waar 2. Chock fur Crackod Fin* 


















<D 






7 













3»3««S»»«fcNC^ 




Flgtif. 51 
Crosi-Stction of Typical Pull*/ 
Showing ln*p*ction Point* 

K Chock for Worn &rfv« 3, Not* Condi Iran of Kmy 
SurfoCol Crpov* 

2. Chock for Poll ih ad Surf a CO *- Chock Bar* for Wpor 
H»ro 



2* Inspect the pulley for possible wear at the poirv 
shown In Figure 51 « 

3. Check the spacer, Figure 35* for cracks, Install a 
new spacer if cracks exist. 

Rotor and Fr«nl Housing Impaction: 

1 . Inspect the front bearing cavity for evidence of wear. 
Note the condition of the retainer recess, replace 
the housing if necessary. If the original housing is 






re-used, clean with solvent, then dry with com- 
pressed air. 



2. Using the tools shown in Figure 52, pull the front 
bearing from the rotor shaft. If the bearing is to be 
re-used, the pulling attachment must contact the 
inner race only. 



3. Remove the front bearing retainer from the shaft, 
inspect for distortion, replace if unsatisfactory. 










Plgur* 52 
Front Soaring Romovgl 

1. OTC-1001 Pullor 3. Rotor 

£ £30-1 Slop Pleio 4. 0TC-9M Pvllinf 

Attachment 



PAGE 24 



t«r 



CHAPTER 7 




Fig uf* 53 

Front Bearing Installation 

1. Mtjll»i 3. FronT Homing 

2. 1-1/1 Inch Wk*t 













F* 



iM 



I^VnM^Wt 



Flow. 54 

Front Bearing Retainer Installed 

2* Rttatatr 






4. Clean the front bearing cavity, remove any burrs. 









Tap iha bearing Into the housing using a 1-1 /fl inch 
(28.6 mm.) socket or a driver tool that exerts pressure 
on the outer race only. See Figure 53. Apply only 
sufficient pressure to seat the bearing against the 
bottom of the cavity. 












ft. Replace the front bearing retainer in the recess. 
Figure 54. Make certain the retainer ears line up 
with the opening in the housing. Use a wood dowel 
or a 1*1/8 Inch (2B>6 mm.) socket to exert pressure 
on the retainer while locking the edge into the recess. 



7. Using the tools shown in Figure 55, pull the rear 






bearing from the rotor- If the bearing is to be re- used, 
the pulling attachment must contact the inner race 
onty. 













Flgvrs 55 
Rear Btaring Rornoval 
t. OTfMQOI P u ll*r 3. Rornr 

2. 7/32 Inch Socfc.f 4. OTC-950 FuEHng 

AH d china nt 






9/71 



FORD MOTOR CO. t971 



PAGE 25 



-PART 3-ELECTR,CAL SYSTEM- 



8. Inspect the bearings for adequate lubrication. It re- 
placement bearings are required they must equal or 
exceed original equipment. 



9. Support the front or the rotor shaft In a press- Using 
a 7/16 Inch (11.11 mm.) socket or sleeve that con- 
tacts the inner race only, press the rear bearing over 
the rotor, as shown in Figure 56. 












10. Support the bottom (rear bearing area) of the rotor 
in a press, then place the front housing and bearing 
assembly over shaft. 

11. Using a 11/1$ inch (17.4$ mm.) deep socket or sleeve 
that contacts the inner bearing race only, press the 
front housing and bearing over the rotor shaft until 
the bearing contacts the shoulder on the shaft. See 

Figure 57. 



12. Check the rotor assembly, Figure SB, for electrical 
properties as follows: 





Figure 57 
Praising Front Housing (With Bearing Install***) 
Qv«r Rotor Shaft 

1116 Inch Deep Sockal 
Ot Sleovo ft, Fit Inner 

Bearing Race 



2. Front Hauling and Bearing 

3. Rotor 




Figure 54 
R»or Bearing Installation 
1. f '16 Inch Soektt or Slo*v* 2. Rn1«r 
la Fir Inner Bearing Rac« 



1. Test A & B 

2. Check 



Flgur* 58 
Rotor Tost Points 
3. T,»f C 



PAGE 26 






CHAPTER 7 










Figure 59 
Rotor Coll Currant Draw Test 

1. 12V Batf«ry 

2. F(*ld Rhtetfct 

3. Amnitir 



4, Slip Rings 
5* Voltmatir 









Teit B - Rotor Coll Rtiiitance - 4,5 to 5,2 Oh mi; 

1* Using an ohmmeter. check the resistance of the rotor 
coll winding. 



2. Connect the ohmmeter leads to the two slip rings. 
The resistance should be 4.5 to 5.2 ohms. 

3, If the resistance Is leas than 4,5 ohms, ft Indicates 
a "shorted" rotor coil- 



4. If the resistance is greater than 5,5 ohms, It Indicates 
a broken winding or defective slip ring connect ion 
and the rotor assembly should be replaced. 



T«ft C — Rotor Slip Ring Ground Temtj 

1. Using a 12 volt test light, touch one tea! probe to 
the rotor shaft. 

2. Touch the other lest probe to one slip ring and then 
the other. 



Test A- Rotor Coll Currant Draw - 1,65 to 2.25 Ampere 

1. Connect a field rheostat in series with an ammeter 
and the battery positive terminal. Connect the black 
lead {negative) from the ammeter to one of the two 
rotor slip rings. See Figure 59. 



3. If the light burns when either of the slip rings are 
contacted, it indicates a grounded slip ring and the 
rotor assembly should be replaced. 



4. Clean the brush contacting surface of the slip rings 
with fine crocus cloth .wipe away all dust and residue. 



2, Connect a voltmeter between the slip rings. The 
positive lead should be attached to the same slip 
ring as the ammeter negative lead. 






3. With the field rheostat adjusted to maximum resist- 
ance, attach a jumper from the battery negative 
terminal to the other strp ring. 



5. Check tor a worn key slot, worn bearing surfaces, 
stripped threads, and scuff marks on the pole fingers. 

Replace the rotor if any of the above faults are 
noted. 



4, Adjust the field rheostat until the voltmeter reads 
10 volts, 



5. The ammeter should read 1 .65 to 2,25 Amps, at 70* 
to er> F r 



Teit D - Rotor Coll {Fi#Jd) Ground T«t: Defective coil 
or lead wire insulation allowing the wire to contact any 
metal part of the rotor will ground the rotor (field) coiL 
Damage to the regulator can result and the alternator wilt 
fail to reach its raied output. Sy using a relatively high 
voltage for this check, slight leakage can be detected 
before actual failure occurs. The test instrument is a 



9/71 



©FORD MOTOR CO, 1971 



PAGE 27 



PART 3~ELECTR(CAL SYSTEM 



115 veil to 120 volt AjC« test light. This can be made 
locally using a 15 watt bulb, bulb holder, male wall plug, 
and necessary wiring. See Figure 60. 



1, Insert the plug into a 115 volt to 120 volt A.C. 
outlet. 

CAUTION: Avoid touching the here t*st probes, a% 
severe el metrical shock will result* 



2. Touch one test probe to the rotor shaft and the other 
t« the slip rings. The 15 watt bulb should not light. 












3. Replace the rotor assembly if even the slightest glow 
It seen in the test Lamp. 






NOTE: If the rotor winding has higher current draw, 
It will provide uncontrolled output, while endangering 
the components in the voltage regulator. If the rotor 
winding hat less current draw, the alternator may 
fail to develop its rated output of specified speeds. 
A grounded rotor winding will probably damage the 
regulator and provide uncontrolled output. 



D« Assembly 









Rotor ond Front Housing Assembly: Assemble the front 
housing and the rotor as covered in the preceding "Rotor 
and Front Housing Inspection** procedure. 










Figure 60 
Rotor Coil (Field) Ground Test 

1. Bulb Holcf-r 4* Male Wall Plug 

2. 12 Won Bulb 5. Slip Ring, 

3. Reier Shell 







Figure 61 
Diode (mutator* - Internal 

1. Insulating Stnaraa end 3. PollHvw Olnd* Annmbly 

Woshen 4, Hot Intuloled 

2.,Negotlv« Dleda Aisamhiy 



Pulley, Fan, ond Spacer Instollotion: 

1, Place the spacer, Figure 35 T over the shaft and in- 
stall the Woodruff key. 



2. Place the fan and pufley over the shaft. Install Itw 
lockwasher and nut. 

3. Clamp the pulley in a vise, using an old oversize 
belt to protect the pulley as shown in Figure 34. 
Tighten the pulley nut to 35-50 lbs. ft. (4.34-6.02 
kgm.). 



Stotor ond Rear Homing Assembly: 

1, Place the insulating sleeves and washers over the 
rectifying diode studs, as shown in Figure 61. (or 
12 voll negative ground alternators. 



2. Insert the heat sink studs through the openings In 
the rear housing, Place the Insulating washers over 
the studs, as shown in Figure 62, for 12 volt negatkv 
ground units. Install the locknuts as shown an, 
tighten securely. 



PAGE 20 



CHAPTER 7 



tear Housing Installation: 












1. Be sure the rear bearing retainer (O-ring). Figure 41, 
ts installed In the recess. 

2. Position the rear housing and stater assembly over 
the rotor. Hand-press the housings together. 

3. fnstall the through bolts, Figure 31, and tighten 
evenly. Spin the rotor by hand to test for freedom of 
the bearings and rotor. 












Isolation Died* Installation: 













1. Refer to Figure 28 for correct installation of the in- 
sulators and the isolation diode assembly. Figure 63 

Alternator Operating Test (Lass Regulator) 

1. Terminals Cannacted with 4 T Auxiliary 
_ .. . . mjl t Dotted Lin* Have Soma 5- Ammeter 

2. Install the assembly and secure with the locknuts. parity * n d F^tier, 6, Te.t Voltmeter 

2. Field Rheostei 7. Battery Positive 

3. Negative Output 3, Battery Negative 

Brush Installation: 
1, Place the brush assembly, Figure 27, in the cavity. 

2, Install the dust shield and cover plate, Secure with 

the screws. 



a . 







2. 



Figure 62 
Diode Insulators - External 

Postfve Diode Assembly 3, Ploce 3/d" Insulating 

NeaotFve Diode Assembly Washers Under Nuts Here 

4. Do Net Use Iftiulotors Her* 



3. Bench check the alternator as covered under "Alterna- 
tor Bench Check", this page. 

K. Installation 

1. Make sure the battery ground cable {negative) is dis- 
connected from the battery. 



2. Place the alternator in position on the tractor and 

install the attaching bolts and spacer, Figure 30 + 
Snug the bolts so the alternator is free to pivot when 
moderate pressure is applied, 

3. Position the alternator belt over the pulley. 



4., Connect the wires to the alternator as shown in 
Figure 30* 



9/71 



©FORD MOTOR CO. 1371 



PAGE 29 



-PART 3-ELECTRICAL SYSTEM- 



6. Connect the battery ground cabte (negative) to the 
battery. 



4. Switch the ammeter to show possible discharge durin, 
the hook-up. Reverse the meter for the output test, 



6, Adjust the alternator belt as outlined an page 11, 



ALTERNATOR BENCH CHECK 

1. Mount the alternator In a test fixture capable of pro- 
viding 3000 to 4000 alternator rpm, 

2. Set the drive motor rotation to obtain the direction 
dictated by the alternator fan for proper cooling. 



3. Connect the circuit leads a* shown in Figure 63, 



NOTE: Jhm tfmrn#f*r ifiown ii thm panwt tmmmtmf *f 
thm ttst Uxtuf r afthcuqh a stparaf* ammmtm wilt 
xtfv* tk* tmmm pvrpotw. 



5, Set the field rheostat to the max I 
before connecting M to the system. 



resistance 



6. Start the drive motor and adjust It to obtain 3000 to 
4000 alternator rpm. 



7. Reduce the resistance of the field rheostat, the 
alternator should begin to charge. 



S. Continue to reduce the rheostat resistance until the 
alternator reaches its rated output, DO NOT operate 
the alternator for more than a few minutes in this 
manner, due to lack of voltage control. If the alter- 
nator deliver a rated current output, terminate the test. 
If rated output cannot be obtained, the rotor, stator, 
or diodes are at fauit. Refef to the ** In- Vehicle 
Tests" on page 5. 



4. TROUBLE SHOOTING 



The following information must be used in conjunction with the Trouble Shooting Guide 
listed in Part 3, "Electrical System", of the repair manual whan diagnosing Ford 7000 
Tractor electrical difficulties. 



Trouble 



Pottfble C*uiai 



Air Cleaner Restriction Warning Light Inoperative 















Battery Low in Charge 






1. Loose or broken wiring. 

2. Burned out bulb. 

3. Defective delay switch or vacuum switch, 

4. Poor ground on delay switch. 

5. Fuse link open. 

6* Orifice on turbocharger inlet tube at vacuum switch 
mounting plugged. 

1, Loose or worn alternator or generator drive belt. 

2, Poor battery, Condition will not accept or hold a 
charge. Electrolyte low 4 

3, Alternator or generator not producing rated output. 



PAGE 30 






CHAPTER 7 



Trouble 



Potifble Cause* 



Battery Low in Charge (CorrtO 



4. Defective voltage regulator, 

5. Excessive resistance In alternator or generator-to- 
battery or battery-to-ground circuits. (Corroded 
terminals). 



Generator Charging at High Rate 



1* Loose charging system connections. 

2, High vol I age regulator setting. 

3. Burned voltage regulator contacts. 



No Output from Generator 



1, Generator drive belt broken. 



2. Loose connections or broken cable In charging system. 

3. Defective generator or regulator 



Intermittent or Low Generator Output 



1. Generator drive belt slipping, 

2. Loose connections or broken cables In charging 
ay stem. 

3. Defective generator or regulator. 



Alternator Charging at High Rate 



1. Detective voltage regulator, 



No Output from Alternator 



1. Alternator drive belt broken. 

2. Loose output connection, 

3> All rectifying diodes detective. 

4. Defective rotor or stator. 

5. Defective isolation diodes (open), 

6. Defective voltage regulator. 



Intermittent or Low Alternator Output 



9/71 



1, Alternator drive belt slipping. 

2, Loose connections or broken cables in charging 
system. 

3, One or two rectifying diodes defective, 

4, Defective voltage regulator. 

5, Wire broken in stator. 



©FORD MOTOR CO. 1971 



PAGE 31 



PART 3-ELECTR1CAL SYSTEM- 



S. SPECIFICATIONS 



LIGHTS AND INSTRUMENTS 

Headlamps: 

Headlamps (Sealed Beam] ......... 

TallUght Bufb 

Flasher Warning Lamp Bulb 

Instrument and Warning Light Bulbs + . . . . 

Light Circuit Fuse 

Ak Cleaner Restriction Warning Light Bulb 
Fi»e Link Air Cleaner Restriction 



No- 441 1 

No. 1141 

No, 115© 

*« . No. 1895 

... 3 amp. 

No. IBIS 

. D1NN-14A094A 



CHARGING SYSTEM 



Battery: 

Capacity (Ampere Hour at 20 Hour Rate) 

™ Wl IflyQ ■■■■*■ ■>■ ■ # + ■ I ■ 4 F * fr fr I 

^-^ ''^ l-F*frlfl-h + i«. 

Plate* Per CeiJ 

Ground Terminal . . . . 



■ ■ ■ ■ ■ * + 



n * ■ ■ 



t*in"ihi* 



H ■ I I ■ 4 



I I I 4 



12B 
. . 12 

.......a**. D 

. . . . ,... 25 

♦.,♦,.•,. negative 



Generator: 

Maximum Output {Hot): 

Amperes at Approximately 1350 Engine rpm {2650 Generator rpm) and 15 Volts . 22 ± 1 amp. 

Cut-In Speed (Approximate Engine rpm) ,...,. , 76' 

FJekl Co* 1 Current .*,,.»,,,••, .-, . . . , *;>♦->,« WM 2 amp 

Field Coil Roe Stance I ; , ..**.,,..*.,.,........,.. . . . . . 6 ohms 

Brush Length (Minimum) . , . 13/32 in, (10,32 mm) 

Commutator Diameter (Minimum) 1.450 in. (36,830 mm) 

Brush Spring Tension with New Brush (Minimum) .*■■■•■ 18 oz. (509 gms) 

Commutator Runout 0.002 in. (0,050 mm) 

Armature Shaft Runout , + + . . . . 0.002 in. (0.050 mm) 



Alternator: 

Maximum Output (Hot) (1£0»F»): 

Amperes at Approximately 2400 Engine rpm (5136 Alternator rpm) and 14.4 Volts 

Field Current . . ..................... 

Field Resistance .......<................ 

Brush Length (Minimum) 

Brush Spring Tension with New Brush (Minimum) 



* * i i ■ 



+ *»■+ + ■!- 



* * * ■ 



....... 47 amp. 

. . . 1.8—2.4 amps. 

. 6 ohms 

3/16 in. (4.78 mm) 
, .4 02. (113.4 gms) 



Voltage Regulator (With Generator): 
Cutout Relay: 

Cut-In Voltage ............... 

Cut-Out Voltage .............. 

Cut-Out Current , , . ♦ , , . . 

Armature-lo-Core Afr Gap ......... 

Moveable Contact Blade Movement . . 



■ ■ 4 * ■ 14 



fa ri- ri- si 



■ PI" 



12.4-13.2 
9.5-11.0 

. . . H 4 amps. 

0.035-0,045 in. (G.6S-1.14 mm) 
0.01 0-0.020 in. (0.25-0.51 mm) 



Current Regulator: 



On- Load Setting (Amps) . 
Armature-to-Core Air Gap 



PAGE 32 



. . . 22 + 1 amp. 
0.054 in. (1.37 mm) 






CHAPTER 7 



CHARGING SYSTEM (Com.) 

Voltage Regulator: 

Opening Voltage at 5Q*F. [10*00 t4. 9-15.5 

6S*F. f20°C.) 14,7-15.3 

SB°F. (30°C + ) ♦ ♦ . . . - 14. 5-15.1 

i v** f~ . CtU^t»..) ,,,..+ i ■ t ■ p j « i ■< i ■ • ■ > ■ ■ t i ■ • i ■ • i ■**. j— i H>y 

Armature-to-Core Air Gap ».i-s- : * '•■* •-■• ♦ ■ ♦ ,.,,.,..,,... 0,053 in. (1.34 men) 

Voltage Regulator (With Alternator): 
Output Terminal Voltage at 

10 Amp, Load: 40°F r ( 4°C + ) , . , , ,.*..,.,.,... 14,2-15,0 

60°F. (16*C.) , 14.1-14,9 

8Q*F. [27*0 13.9-14,7 

100*F. (38*C.) .,.,.,.,,* 13.8-14.6 

120°F. (43PC.) ♦ . . , 13.6-14.4 



STARTING SYSTEM 



No Load Current Draw (Maximum); 

At 12 Volts and 550Q-75Q0 Starter rpm 



100 amps, 



Current Draw (Starter Installed on Warm Engine): 

At T2 Volts and 150-200 Engine rpm . 250-300 amps. 

Brush Length (Minimum) *-*.*#.* ♦ . . . . ♦ * , , , **,,,*•**»•»*.**. 0,313 in, (7,94 mm) 

Brush Spring Tension with New Brush (Minimum) * 42 oz. (1190,7 gms) 

Commutator Diameter (Minimum) ,..,,,.,.,, 1.53 in. (38.89 mm) 

Armature Shaft End Play (Maximum) , 0.020 in. [0,508 mm) 

Armature Shaft Runout (Maximum) , . . . . 0.005 in. [0.127 mm) 

Drive Pinion Clearance (Engaged) 0,010-0,020 In, (0,254-0,508 mm) 

TORQUE SPECIFICATIONS (LUBRICATED THREADS) 



Pounds Feet 



Kilo gram. Metres 



Voltage Regulator Mounting Screws ....... 12 lbs. in, 

Generator Drive End Plate Assembly Securing Nut . ♦ ♦ * 25 

Alternator Pulley Nut .............. 35-50 



0,138 

3.46 

4.S4-6.92 



& SPECIAL TOOLS 



Description 



Tool Ho. 



Step Plate .,..., 

Bushing Driver ,,....'..,.,,., , 

Bustling Driver ......... 

Bushing Driver Mandrel . . 
Bearing Pulling Attachment 
Bearing Puher ........ 

Grip-OMatlc Puller 



P F ¥ «P 



■■II 



f I ■* ■# h 



P * H H 



* I- ■ + 



9/71 



© FORD MOTOR CO. 1971 



630-1 

801 

802 

813 

950 

954 or 7600-E 

1001 

PAGE 33 



FORD 7000 SUPPLEMENT 



Pari 4 




The Ford 7000 Tractor is equipped wilh a 13 Inch 
(33,0 cm.) diameter organic friction disc clutch. Service 
procedures are the same as those provided for the Ford 
5000 Tractor equipped with the previous design 13 Inch 
(33.0 cm/) heavy duly organic clutch. The clutch cover 
assembly for the Ford 7000 can be adjusted by using the 
SW-510 Universal Clutch Fixture, and Spacer 510-5D1 
with a thickness of 0.575 i 0.Q10 inch (14.6 * .254 cm.); 
or Tool Number SW-12B and Spacer SW-12B/1Q. 



(42,9 mm.) The springs are color coded violet with a 
biack stripe. Cover-to-flywheel spacers .090 inch (2,29mm) 
thick are the same as used with the previous Ford 5000 
Tractor equipped with a 13 inch (33.0 cm + ) heavy duty 
organic clutch. 



The clutch pedal free travel adjustment remains at 
1-3/8 f aches (35 mm*) 



The pressure plate and cover assembly tor the Ford 
7000 Tractor contains heavier pressure release springs. 
The 18 springs have a compression rate of 145-155 lbs. 
(05,8-70.3 kg.) at a compressed length of 1.69 inches 



With the exception of the pressure release springs, the 
specifications listed for the 5000 Tractor equipped with 
a 13 \ rich (33.0 cm) heavy duty organic clutch also apply 
to the Ford 7000 Tractor. 



9/71 



©FORD MOTOR CO. f$7t 



PAGE 1 



FORD 7000 SUPPLEMENT 






• 



Part 7 



■ . 



TRANSMISSION 


















The transmission for the Ford 7000 Tractor Is of a 
constant mesh design and provides eight forward and two 
reverse speeds, The basic design of this transmission 
is identical to the eight-speed transmission tor the Ford 
5000 Tractors with the following exceptions: 



Helical gears, Figure 1, as opposed to the spur-type 
gears on the Ford 5000 Transmission are provided on 
the secondary countershaft assembly, 3rd-7th gear 






assembly, main shaft assembly, and main countershaft 
assembly, 

• To compensate for the thrust loads caused by the 
helical gears, tapered roller bearings replace the ball 
bearings previously used on each end of the malnshaft. 
Whenever the front end of the transmission Is over- 
hauled, the input shaft bearing preload must be 
checked, and it necessary, adjusted. The procedure 
for checking the preload is contained on page 3 of 
this supplement. 

































1. Tapered Roller Bearings 

2. 4th-8th S| iding Gear Coupling 
3* Secondary Countershaft Assembly 



Figure 1 
Ford 7000 Transmission - Cross Sectional View 

4. Secondary Counter shaft Rear Bearing: 7, Mdinfhoft Assembly 

5. Output Shoff Bearing 

6. Main Cc-vn far shaft Assembly 






9,-71 



© FORD MOTOR CO. 1971 



S r tst-3rd H 5rh-7th Sliding Gear Coupling 
9. 3rd-7rh Geor Assembly 
10. From Co unte- s-hnFfi Bearing 



PAGE 1 



FORD 7000 SUPPLEMENT 



• The rear bearing retainer. Figure 2. has four holes 
provided to allow oil to pass easily between the trans- 
mission case and the rear axle center housing, thus 
making for a common reservoir* 






An oil supply tube is incorporated from the external 
oil filter to provide for better lubrication of the trans- 
miss ton. See Figure 3. 






Other changes have also been incorporated; however, 
service procedures are not affected. Refer to Part 7 4 
Chapter 2. of this manual for at I service procedures. 

The lubricant used in the transmission with common 
reservoir is M2G53Aor M2C86A hydraulic oil. The common 
reservoir has a total capacity of 55 U.S. quarts (45.8 
Imp, qts,. 52 liters) and can be drained from plugs in 
the rear axle center housing and the transmission. 







As shown In Figure 3, the transmission oil level is 
higher than the center housing oil level when the tractor 
engine Is not operating. Therefore, the system oif level 
must be checked at the center housing with the dipstick. 






Figure 2 
R*or Scoring Retainer 

1. TrancmixiJen Cai* 4. Oil Tron sfer Holes 

2. Hear Bearing Retainer 5, Oil Supply Tyhe 

3. Vcn! Hots* 



\ <0- 



TRANSMISSION 

OIL LEVEL 




REAR AXLE 

OH. LEVEL 



1, OH Fillnr Plug 

2. Oil Till*, Manifold 



PAGE t 



Figure 3 

Oil Replenishment System 

2. Oi I Supply Tub* 
4. Oil Ti-pnifn Hole 



5, Roar Scoring Retainer 
6h Intake Screen 
7, Lood Monitor 



FORD 7000 SUPPLEMENT 



YSTEM OIL LEVEL CHECK 






Because of the difference in oil levels of the trans- 
mission and center housing, it is essential that the oil 
level is checked with the tractor standing on a level 
surface, as follows. 












1 . With the tractor on a level surface and the engine 
shut off, remove the dipstick, Figure 4. 

2. The system is filled to the correct level when the 
oil level is between the two marks on the dipstick, 

3 + If oil level is low, add M2C53A or M2CB6A hydraulic 
oil through the transmission filler cap. When oil is 
added to the transmission it flows through oil transfer 
holes to the center housing. Do not fill above the 
top mark on the dipstick. 



4. Install the filler cap and dipstick. 
INPUT SHAFT BEARING PRELOAD CHECK 




Figure 4 
Transmission and Rear Axle Oil Level 
Dipstick and Filler Plug 

K Fillar Plug 2, Oil Level Dipstick 



During reassembly, after overhauling the front end of 
the transmission, it is necessary to check and adjust 
the preload of the input shaft bearing. Preload on the 
input shaft bearing is governed by shims located between 

the mating surfaces of the clutch release hub support 
and the transmission case. Check and adjust the preload 
of the bearing as follows: 



1, When Installing the clutch release hub support, in- 
stall two .012 inch (.30 mm) shims between the 
support and case. Refer to Figure 5. 



2. Install the five hub support retaining bolts and lighten 
them alternately to a torque of 35-47 lbs. ft. (4,84— 
6,50 kgm}. 



3. Remove the snap ring retaining the P,T.O. drive shaft 
rear bearing, and move the shaft rearward. 



d>— * 







4. Place the transmission in neutraf. 



5, Using a torque wrench capable of measuring pounds 
inches (kgm), rotate the input shaft clockwise until 
the shaft turns steadily and record the reading at 



Figure 5 

Bearing Preload 



T. Clutch Retaosa Bearing 

2* Clutch RrjIoOic fleering 
Support Assembly 



3. Transmission Case 

4. Shim* 

5. Front Support Plata 



W7\ 



© FORD MOTOR CO. 1971 



PAGE 3 



FORD 7000 SUPPLEMENT 




Figure 6 

Torque Wrench Adapted t& Input Shaft 

1, Torque Wrench 4. Allen Wrench 

1. Adapters 5, Inpui Shaft 

3, docket 



7, Subtract the averaged preload torque reading obtained 
in Step 6" from the averaged preload torque reading 
obtained in Step 5. The torque should be within lQ-*20 
lbs. in. {.115-.230 kgm>> 



B. If the torque determined in Step 7 is above the 10- 
20 lbs. in. (.115— .230 kgm) range, add shims starting 
with the ,003 inch (.OS mm) shim and progressing to 
the ,005 inch (.13 mm) shim, or combinations of the 
three shims, until the proper preload is obtained. If 
the torque Is below the 10-20 lbs. in. f. 11 5-. 230 
kgm) range, reduce the amount of shimming by using 
combinations of the three shims until the proper pre- 
load is obtained, 



9, After the initial bearing preload has been obtained, 
add an additional .005 inch (.13 rum) shim between 
the hub and transmission case. 



Example: 






• Average torque required to 
turn input shaft with two 
.01$ inch (.30 mm) shims 
installed (Step 5) 



- 33 lbs. in, (-437 kgm) 



which this occurs, Rotate the input shaft again and 
measure and record the torque a second time. Average 

the two readings, 



NOTE' To adapt the torque wrench to the input shah, 
place a socket of suitable siie over the end of the 
input shaft. Then insert an appropriate size At ten 
wrench into the socket to lock the points of the socket 
to the splinesof the shaft, as shown in Fiqvre 6. 
install the torque wrench on the socket, using adapters 
if necessary. 



6. Loosen the live clutch release hub retaining bolts 
and tighten them finger tight, Rotate the input shaft 
using the torque wrench and record the torque re- 
quired to rotate the shaft with no preload. Rotate the 
shaft again to obtafn an additFonal reading and 
average the two readings, 



• Average torque required 
to turn input shaft with 
no preload (Step 6) - 5 lbs. i r% . (.058 kgm) 



No preload torque ob- 
tained in Step 6 sub- 
tracted from preload 
torque obtained in Step 
5 (Step 7) 






- 33 lbs* in. (.380 kgm) 



Since the 33 lbs. in, (.380 kgm) torque value is 
greater than the recommended 10—20 lbs, in. (.115- 
.230 kgm} limit, shims must be added to reduce the 
33 lbs. In. (.380 kgm) to the 10-20 lbs, in. (-lis— 
.230 kgm) range. Then, when within the limit, an 
additional .005 inch (.13 mm) shim must be installed, 



10. Move the P.T.O. drive shaft forward and install the 
snap ring retaining the drive shaft rear bearing. 









Page 4 















FORD 7000 SUPPLEMENT 



Part 9 



POWER TAKE-OFF 



The Ford 7Q0D Tractor is equipped with a 540 rprn 
independent P.T>0. Ford 7000 and 5000 Tractors equipped 
with) Load Monitor must be separated between the trans- 
mission and rear axle to remove the P.T.O. clutch and 
valve assembly. For overhaul procedures, refer to Chapter 
3. Part 9, "Power Take-Off", of this manual, 



P.T.O. CUTCII AM) \ UAH ASSEMBLY 
INSTALLATION 



P.T.O. CLUTCH AND VALVE ASSEMBLY 
REMOVAL 

1. Separate the tractor between the transmission and 
rear axle. Refer to Chapter 2, Pari 15. "Separating 
the Tractor", of this manual. 



Position the clutch and valve assembly in the center 
housing. Engage the internal splines of the clutch 
plates with the splines on the clulch hub which is 
integral with the hydraulic pump drive gear and 
spllned to the P.T.O. countershaft. Make sure the 
thrust washer is in place with the three prongs lo- 
cated in the holes in the hub of the clutch housing. 



2, Remove the hydraulic lift cover as described 
Part II, "Hydraulics** of this supplement. 



tn 2+ Join the Iraotor at the transmission and rear axle 
center housing, Refer to Chapter 2. Part IS, "Separa- 
ting the Tractor", 



i* Remove the cotter pins from the hydraulic lift bracket 
lower clevis pin and remove the clevis pin and 
bracket . 



3. Connect the nylon tube to the valve assembly , En- 
stall the valve locating bolt in the center housing. 



4. Remove the four bolts retaining the upper rear shaft 

coverplate and withdraw the shaft and gear assembly. 



5. Remove the P.T.O. valve locating bolt from the left- 
hand side of the rear axle differential center housing. 



6* Disconnect the nylon tube from the P.T.O. valve 
assembly. 



7, Remove the P.T.O. clutch and vafve assembly. 



With a new cover gasket in position install the rear 
upper P.T.O. shaft assembly, engaging the splines 
with the P.T.O. clutch. InstaEI the four cover plate 
retaining bolts and tighten to 40-SO lbs, ft. (5,5- 
6.98 kgm) t 



5. Install the hydraulic lift bracket and retain with the 
clevis pins and new cotter pins. 



6. Install the hydraulic lift cover as described in Part 
II, "Hydraulics" of this supplement. 



fl/71 



©FORD MOTOR CO- 1971 



PAGE 1 



FORD 7000 SUPPLEMENT 



I 'art 10 



REAR AXLE AND BRAKES 



For Service Information pertaining to the Ford 7000 
Tractor, refer to Chapter 2. Part 10* ''Rear Axle and 
Brakes'", of (his manusJ. Although there are some def- 
erences in the size of components, the service procedures 
remain the same. 



SPECIFICATIONS 



Axle Housing Bolts .**,,,.,....,.., 1 10—13-5 

(15.21-18.59) 

Inner Disc Brake Housing Nuts . t . , . t ► , , , 72*-90 

(9.95-12,44) 

Axle Shaft Retaining Bolt/Bolts 95-120 

(13. 13-16.59) 

different Jal Case Soils 65-75 

(6.99-10.37) 

Differential Ring Gear Nuts 40-45 

(5,53-6.22) 

Pinion Bearing Retainer Bolts . . . 60-100 

(11.06-13*82) 

Wheel Nuts , . . , 304—336 

(42 .03-46.44) 

Axle Ratio 

8 -Speed Transmission 23,787 

Axle Weight ..•- .^ ..-.*■*- * 3424 lbs, 

(Folly Fueled}. . . , ....... . (1553 kg) 

Oil Capacity » . 55 U,S, Ols. 

(45.fi Imp. Ots.j 
(52 Liters) 

Grade 

Ford Specification M2C53A or 

M2C86A 



Differential Ring Gear 

Diameter (fl-Speed Trans. J 13.12 in. (33.33 cm) 

Number of Teeth 

[8 -Speed Trans,) .,..,.,,. ....... 37 

Drive Pinion 

Number of Teeth 

(8-Speed Trans.) »...,».,,•.,. # ,.**•• „ J 

Number of Splines , . r 23 

Pinion Bearing Pre-Load 

(Using Tool No. T. 4062] , ,12-16 lb. in, 

(0,138-0.184 kgm.) 
Pinion Bearing Pre- Load 

(Using Pull Scale) ,.,.,. 16-2t lb- 

(7.26-9.53 kg.) 

Axle Shafts 

Diameter at Outer 

Bearing Length . , . , 2.877 In. (73.07S mm) 

18,84 in. (47*85 cm) 

Number of Splines , . . 54 

End Play , , . . . 0.001 In. Eoose - 0.003 

in. tight 
(0.025-0*076 mm) 

Wheel Brakes 

Type , Disc-Wei 

Size 8.75 in. * 7.40 in. (22.23 x 18 £0 cm,) 

Lining Araa , 99.31 sq. in. ($40.71 sq. cm,) 

Wheel Attachment 

Bolt Circle Diameler , a inches (20.32 cm) 

Number of Bolts , , , . , & 

» * t , ,, Q 

Size of Bolts .,,,..,> w mm 3/4" x 2 H Qg" 

(19.05 x 52.32 mm.) 



9/71 



fDFORO MOTOR CO. 1971 



PAGE 1 



Part 11 



Chapter 6 
HYDRAULIC SYSTEMS WITH LOAD MONITOR - 



Section 
1. 
2, 



5. 



FORD 5000 AND 7000 TRACTORS 



Description and Operation . * ,,..*,,. 



Adjustments. 



p w n w p a 



i w n ■ ■ 



Pagr 

1 

9 



Overhaul Load Monitor. ..,,,,..,,,.•.,..,,,.,,.. 16 

Overhaul Lift Cylinder Assembly . , 22 



Overhaul Lilt Cover Assembly - - ,,,,.,..,, 



U DESCRIPTION AND OPERATION 

Figure 1 illustrates a schematic of the valves, controls, Monitor hydraulic sy&lerri- A detailed description of each 
End related linkage found in ihe lift cover of I he Load of these components and their function is provided in ihis 




Figure 1 
Load Monitor Hydraulic System 



1, Salfldof Valv* 

2, CK*ck V*lw* 

J. Ovtfridi VUMf 

4. Flow Control Vim 
J. Lin Conl'el Lrver 



i, AclUiUng Lsw»r 
7. Lift Arm 

I. Cum 

1. Poiltion ConMoh Link 
If, O'iM Control Munipri-rtg 



11, Hydraulic Pump 
ta. R*Er*IV*N« 
13 UnlopdVilvi 
1* Con H c I Vil** 
IS. PHI*' 



ti. Rt»*tVil»ff 

17 LiH Pittan 

19, S*l*CTOf 4ConlfQl) Rod *nd flolEtr Atumblr 
It. S«fecior Linkage Aiumftlr 

20. Sp*ci*l Load Men iter fitrnolf Cfhnd«r 



12 71 



* FORD MOTOR CO 19*1 



PAQE1 



PART 11-HYDRAULIC SYSTEM 







Hydraulic Syatem Control* 



1, Adjustable Stop 

t. Sytt4m Sb-I actor Ltv*r 

3. Flaw Control Knob 



A, Lift Conlrcl Lever 
5. Auxiliary Ssr vice Central 
Valve Knob 




Figure 3 
Laid Monitor and Linkage 



V Acluitlno L*v*r 

2. Co-rUfcl Rod and Roller Assembly 

3. S?rm 



*. Load Monitor 

S r Transmission Output ShiH 

6. Hear Axle Pinion Shall 






section. Figure 2 illustrates the external con trots of the 
hydraulic system. Figure 3 illustrates ihe location of the 
Load Monitor torque sensing unit with respect to the re- 
mainder of the Iractor. 



EXTERNAL CONTROLS 
Lift Control Lever 

The lift control lever (4). Figure 2, is the primary control 
of the hydraulic system. Moving the lift contra! lever up- 
ward on the quadrant initiates the sequence of events lhat 
result in the lift arms raising. Similarly, moving the lift con- 
trol lever downward on the quadranl results m lowering of 
the lift arms. The following paragraphs describe this 
action. 

Any movement of the lift control lever is transferred 
through its pivot to the actuating lever (7), Figure 4, locat- 
ed inside the lift cower. This actuating lever is attached to 
the lift control valve at its opposite end and is pivoted near 






its center. Thus, when the upper end of the actuating lever 
is moved by motion of the lift control lever, the lower end 
moves in the opposite direction and actuates the spoof of 
the lift control valve to direct hydraulic pressure resulting 
in either a raising or lowering action, depending on rais- 
ing or lowering (he lift control lever. 

System Selector Lever 

The system selector lever (2), Figure 2. is used to select 
the source of the signal which activates the hydraulic sys- 
tem. Trie selection of the signal source is accomplished 
by pulling the selector lever slightly upward and moving it 
to the setting which corresponds to the signal source 
desired. As the selector lever is moved to a particular 
setting, the motion is transferred by means of a clevis link 
to the shorter end of the selector arm (5), Figure 4. the op- 
posite (longer) end of which is connected to the control 
rod and roller assembly (6), Figure 4. When the selector 
lever is moved, the selector arm raises or lowers l he con- 
trol rod so that the roller is aligned wilh that portion of the 
selector linkage assembly (fl) and (% Figure 4, which 



PAGE 2 









- CHAPTER 6 







1, PotlUon Control Cam 

t. Dtmtt Control Mb! nip-ring Plunger 

3. Dtmtt Control Malmprmg 

4. PoiMlon Control Lfrtk Ro11ir 



Flour* 4 
Lltl Conlrol Linkage 

I. S*l?clo* Arm 

I. Control Hod ind ftoll* r Autfflbly 

7, Aelutllng Livir 

«, Soltclor Lining* AiMmbly {Lantar Portion} 



9. R«l«ctor Unfcigi AiMmbly (Uppor Portion} 
10. Slop Pin 
tl. Control V#|v* 
t2. Yah* 



transmits the signal from 
as follows: 

System Selector Lever 

Uppermost Position 
(Hare) 

2nd Position (L.M) 



3rd Position (Tortoise} 

Mid Position (Position 
Control) 

owest Position (.Draft 
Control! 

12/71 



the source selected. These are 



Control Red Position 

Lowest Position on Lower 
Linkage 

Mid Position on Lower 
Linkage 

Upper Position on Lower 
Linkage 

Aligned with Linkage Center 
Pivot 

Aligned wtih Draft Control 
Main Spring 



• FOR D MOTOR CO. 1971 



INTERNAL LINKAGE 

Some portions of the internal linkage of the hydraulic 
lift cover have been previously described with the related 
external controls This section contains the description 
and operation of the remaining components and their 
relation to the other components. These descriptions are 
based on the source of the signet involved and the sys- 
tem of control desired. 

Draft Control 

The draft control signal is derived directly from the draft 
load imposed on mourned equipment The draft load 
causes the implement to tend to rotate about the lower 
link hitch points thus developing a pushing force on the 

PAGES 



PART 11-HYDRAULIC SYSTEM 



upper link. This pushing force is transmitted through the 
upper link to the draft control plunger (2), Figure 4. Upon 
overcoming the forte of the draft control mainspring, the 
draft force produces movement of the yoke, which in turn 
moves the upper portion of ihe selector linkage assembly 
(9) forward, pushing on the control rod 161 to transmit the 
signal to the actuating lever. When the draft load is de- 
creased by the implement raising slightly, the draft con- 
trol mainspring forces (pushes) the yoke hack to Ms ori- 
ginal position, drawing ihe upper portion of (he linkage 
assembly back with it. The compressive force is now re- 
moved from the control rod spring, and it neutralizes at its 
free length. The light rate control valve lo Mower spring can 
now push the control valve spool to neutral. 



trol fever on the quadrant. As this occurs, the selector 
linkage assembly , which is also attached to the position 
control link, at its center pivot, is drawn rearward by the 
linkage tension spring removing the compressive force 
from the control rod spring. The control valve follower 
spring can now push Ihe conlrol valve spool lo neutral 
thus stopping the flow of oil to the lift cylinder and the 
raising action slops. In a lowering action, the entire pro- 
cess is reversed. A stop pin {10) is provided on the ac- 
tuating lever to mechanically bring me lift control valve 
spool to neutral when the lift cylinder piston reaches the 
limit of its iravel at full raise, regardless of whether posi- 
tion control, draft control, or Load Monitor is selected. 



Upper link draft control is double-acting in that the pre- 
ceding process occurs also when the draft control main- 
spring is compressed by Ihe weight of a heavy implement 
placing the upper Jink in tension. Org ft forces then lend to 
overcome Ihe weight of ihe implement, thus where the 
implement draft increases in excess of that required, the 
tension in ihe upper link is decreased allowing the draft 
control plunger {2} lo move forward t pushing the upper 
portion of the selector linkage (9) forward to obtain raise 
action and restore constant draft at the implement. Con- 
versely, a decrease in draft at the tmpiemeni increases 
tension in the upper link drawing the yoke and plunger 
together with the linkage rearward thus causing the lift to 
^wer and restore constant drall to the implement. 



Position Control 

The only activating signal in position control is derived 
from manual movement of the lift control lever. When ihe 
system selector lever is set for position control. Ihe con- 
trol rod Is positioned with the roller aligned with the cen- 
ter pivot of the selector linkage assembly. Therefore, no el- 
fect of movement of the upper or tower portions oi the 
selector linkage assembly is transmitted to the lift control 
valve. When a lift action is initiated by moving the lift con- 
trol lever upward on the quadrant, the actuating lever 
moves the lilt control valve spool as previously described 
to effect a raising of ihe lift arms. In this action, the posi- 
tion control cam (1). Figure 4. rotates with the lift arm cross 
shaft to which it is attached. The position control link 
roller (4). which rides inside the cam, is permitted rear- 
ward movement by the cam as the lift arms reach the 
height which corresponds to the position of the lift con- 



Load Monitor 

The lower portion of the linkage assembly (8). Figure 
4, is connected by means of a strut to the torque sensing 
unit. Thus, variations in torque in the drivel me are trans- 
mitted to the lower portion of the selector linkage assem- 
bly. The control rod and roller assembly (6). can be set at 
three locations along Ihe lower portion of the selector 
linkage assembly so that the same amount of change in 
torque can produce three magnitudes of signal to ihe hy- 
draulic system. The lower the control rod roller is with 
respect to the selector linkage assembly, the greater the 
magnitude of signal desired. When torque is increased, 
ihe signal is transmitted through the control rod to the 
actuating arm to move the spool of the lift control valve, 
resulting in raising ol the tractor lift arms. When the torque 
is decreased, the lower portion of the linkage assembly 
moves back away from the control rod allowing the re- 
mainder of the linkage to return lo neutral At any time that 
the tractor lifl cylinder reaches the limit of its travel, it 
contacts a stop pin (10), Figure 4, which is attached to the 
actuating levers which moves the actuating lever rearward 
and thus moves the lift control valve spool to neutral, 
stopping the flow of oil to the lift cylinder. 



LIFT COVER - VALVES 

The valves, shown in Figure i. are described in this 
section. The relationship of these valves is shown in 
schematic form in Figure 5 without the mechanical linkage 

which was described in the preceding section. 



PAGE 4 



■CHAPTER fr 










1, AdiiHlfr S*fVhCt S*1+CtOf Vilv* 
1, Ono-Wiy Ch*ck B«n V«irt 
3. Wy-Piti Volvo 



Flow Control Valve 



Figur* 5 

Hydraulic Control V lives 



4, Flow Coftlrrt Vilv# Knob 

5, Ovorrldr Valv* 

e. R*u*r vbIvb 






The (low control valve knob 14). Figure 5, is am external 
control, its setting determines the rate of oil How mio the 
lift cylinder Turning the knob clockwise, in the d if action 
of ine tortoise, decreases this r ate of flow Conversely, 
turning the knob counterclockwise, in the direction ol the 
hire, increases this rate of flow. The setting of the How 
control valve is overriden to obtain maximum Itow wnen 
the lift control lever is raised beyond the fixed stop at the 
top oMha quadrant. 



Auxiliary 



YaJve 






The auxiliary service selector valve knob (1), Figure 5. 
is the only external control not yet covered. This valve 









r. till Cylinder Salety Valye 

I. Unlaid Vitv* 

». Ufl C antral Valve Spool 

10. Buck Pr«titire Valve 



basically functions as a cfiverter valve, When the valve is in 
its full "in" posiiion, only the tractor lift finks are function- 
al. When the valve la tn Its full 'out" position only the re- 
mote circuit is functional. Further details of the remote 
circuit will be found in the section pertaining to "Special 
Ford Load Monitor Remote Cylinder." 



Lift Control Valve 

The spoof of the Hft control valve (@), Figure 5, is con- 
nected by a turnbuckle to (he actuating lever. Thus, it is 
always controllable with the lid control lever, or the con- 
trol rod, depending on the posiiion of the control rod 
roller with respect to the linkage assembly. 



t2/71 



*FORO MOTOR CO, 1971 



PAGE 5 



PART 11— HYDRAULIC SYSTEM 



The hit control valve spool has three operational posi- 
tions; "Neutral" ai mid travel "Lowering" when moved to 
the rear (outward lrom the valva body), and "Raising" 
when pushed forward inio the valve body. The follower 
spring, located at the rear of the control valve spool, 
causes ihe spool to lend to move toward the lowering or 
neutral position with respect to the remainder ot !he link* 
age. When moved only slightly lorward. the hit control 
valve spool begins to direct oil to the face of the unload 
valve (9), moving the unload valve rearward to shui off the 
neutral passages and direci pumped oil to the lift cylinder. 
When Ihe lift control valve spool is moved rearward, oil Is 
allowed to exhaust from the lift cylinder, thus lowering the 
lift arms. 



Unload Valve 



By- Pass Yui\*' 

The by-pass valve (Z}< Figure 5, is located adjacent to 
the check valve in the lift cylinder. This simple non-return 
valve all owe the oil not admitted by the flow control valve 
to by-pass the circuit and return to sump. 



B«jk Pressure \;iJv<» 

The back pressure valve (10). Figure 5. is located in the 
hydraulic oil filter manifold. This spring operated valve 
maintains a minimum pressure ol approximately 35 psi 
(2,11 kg/cm2) in Ihe system at all limes. This maintains 
correct positioning of the unload valve while allowing the 
remainder ol the exhausting oil to pass through ihe hy- 
draulic oil fitter. 



The unload valve (8). Figure 5, Is operated solely by oil 
pressure directed by the lift control valve spool. The un- 
load valve spool has only two positions; one for raising 
action, and one lor neutral and lowering action. In Ihe 
neutral position, the unload valve allows pumped oil to 
exhaust to sump. In the raising position, the exhaust pas- 
sage is blocked, thus pumped oil is directed to the lift 
cylinder to effect raising action. 



Check Valve 

This is a simple one-way check ball valva located at {2), 
Figure 5, which allows oil lo pass to Ihe lift cylinder or 
auxiliary circuit, but will not allow it to return (reverse 
direction). A spring holds the ball on its seat 



The unload valve has two faces; the front being ihe 
larger in area. Thus, when oil is directed by the lift con- 
trol valve spool to the unload valve, equal pressure is ex* 
erted on both laces. The total force, however, is greater 
on ihe larger face (front), thus the unload valve spool Is 
moved rearward to the raising position. 



Relief Valve 

The relief valve (©}, Figure 5, is located in the hydraulic 
pump and limits the maximum pressure at which oil enters 
the system to prevent overloading of the components. 



When the control vatve is in the neutral or lowering po- 
sition, the pressure on the larger face of the unload valve 
is removed as ihe oil is allowed to exhaust. The valve then 
has pressure only on its smaller rear face and ii therefore 
moves forward to the neutral or lowering position. It will 
stay in this position until the control valve moves lo the 
raising position. 



Lift Cylinder Safely Valve 

This valve (7). Figure 5. is spring operated and fitted 
directly into the lift cylinder. If shock loadings are en- 
countered, for example: transporting heavy equipment 
over rough terrain, the safety valve opens to relieve Ihe 
pressure and thus protect the components of the system. 



Override Valve 



This valve (5), Figure 5. is mechanically operated by the 
action of the lift control lever when it is moved toward ihe 
(op of ihe quadrant; an actuator, located on the lift control 
lever pivot shaft, pushes the override plunger further into 
the housing causing the rate of flow of oil into the lift cyl- 
inder (normally controlled by the flow control vatve setting) 
to increase to the maximum rate, resulting in a quick raise 
ol the implement. 



LOAD MONITOR 

The Load Monitor torque sensing unit, Figure fl. Is lo- 
cated in Ihe drive tine of the tractor as shown at (4), Figure 
3, It connects ihe transmission output shall to the pinion 
shaft of the differential. 



PAGE ft 



■CHAPTER 6- 




Mfi " -■ " ' ■■ ■ ' - ■ 













Figure 6 
Lot A Monitor Torqu* 5&niing Unit 






1. Input Hut? 

2„ Retaining Wvsnar 

4. ThfU5( Bearing 
$. Coupling 



6. Spring Retainer 

7. Output Hub 
a. Pttle 

9. Pin 

10, Ball* 

11. Spring (Bsiisvirie W«*hart) 



Raising: When the tractor is not moving, the Load Monitor 
is said to be in the "at rest" position shown in Figure 7. 
When the tractor begins to move, there is resisiance to 
turning the drive wheels. Consequently. th& input hub 
tends to turn more lhan the output hub. Any increase in 
torque results in a slight displacement of the balls with 
respect to their sockets, producing a parting f separation.) 
of the input hub and the plate. This parting effects a for- 



ward movemem or ihe coupling which in turn tilts the fork 
forward- The tork. is attached by means of the strut to the 
lower portion of the linkage assembly. Figure 3, so the 
linkage assembly is also drawn forward, pushing on the 
control rod. The control rod causes the actual ing lever to 
rotate about its tipper pivot, moving the control valve spool 
forward to the raising position, causing the implement 1o 
raise. When the lift control lever is moved down the quad- 
rant until the desired working depth is established „ the 
balls {3), Figure 6. will be d]splaced to some degree be- 
tween the "rest" state, top view of Figure 7, and maximum 
displacement, boitom view of Figure 7. This condition is 
referred In as being "under load," or as the "established" 
load. 





















As the implement is running at its working depth and 
there is an increase in load, an additional displacement 
of the ball occurs in that a greater torque input is required 
to turn the tractor drive wheels. The displacement of the 
balls produces additional separation in the Load Monitor 



AT REST 







TORQUE APPLIED-MAXIMUM DISPLACEMENT 

IF 







Figure y 
Load Monitor Torque Sensing Unit Fund ion 



12^71 



1. Input Shalt 

DTOflCO 1971 



z. Output sne (I 

PAGE 7 



-PART 11-HYDRAULIC SYSTEM 



which is transmitted through the strut to the lower link- 
age assembly as described previously and the implement 
is caused to raise. When the draft diminishes to a point 
where It is less difficult to turn the drive wheels, and the 
Load Monitor begins returning lo the established load, the 
implement is lowered as described in the following para- 
graph. 

towering' Lowering the implement (increasing the work- 
ing depth) occurs when less torque is required to turn 
the tractor drive wheels. In this situation, the force on the 
balls (3K Figure 6 r decreases, ai towing them to relocate 
in their sockets. This allows the input hub (1.) and the plate 
(8) to close together, resulting in the coupling {5) moving 
rearward. This movement of the coupling is passed to the 
control rod via the fork, strut, and lower portion of the 
selector linkage assembly; all of which move rearward. 
This movement permits the control rod spring to push the 
control rod rearward, relieving spring pressure on the ac- 
tuating lever and allowing me control valve spool follower 
spring to move the control valve spool to the lowering 
position. As the working depth increases to a point where 
the load increases to the ''established' 1 load, lowering 
ceases as I he torque required to turn the I racier drive 
wheels causes sufficient displacement of the bails in the 
load monitor to return that unit to its "established load' 
Condition, 



SPECIAL l'«IHJ Lf)\IJ MOMTUIl 
KESMTE LYLLNUEH 

When operating the special Load Monitor remote cylin- 
der, it is important to understand that ail of the compo- 
nents of the tractor hydraulic system function as before 
when the implement was attached to the three -point link- 
age. The system is simply altered as follows: 

1, The auxiliary service control valve Is moved to its 

full out position to pressurise the auxiliary service 
port (lift port). 

2, The piston end hose of the special Load Moniloi re- 
mote cylinder is hooked up to the auxiliary service 
port (jilt). 

3, The rod end hose ol Ihe specie' Load Monitor remote 
cylinder is hooked up to Ihe return {drop} port. 

A. The special Load Monitor remote cylinder is install- 
ed on the implement in Ihe same manner as would 
standard 3-inch diameter, 8-inch stroke remote 
cylinder. 



Refer to Figure 5 and note that by moving the selector 
valve to the full out position, pump pressure oil is diverted 
from the system ram cylinder to the special Load Monitor 
remote cylinder, At the same time, return oil from the rod 
end of the special remote cylinder is routed to the tractor 
litt cylinder. This latter feature retains the lilt cylinder pis- 
ton in the circuit so that the lift shaft will turn and return 
the control valve spooi to neulral once both cylinders have 
reached the end of their stroke. 

Figure 8 illustrates the hydraulic system and special 
remote cylinder in schematic form. Typically, pump pres- 
sure oil is routed to the piston end of the special remote 
cylinder. Exhaust oil from the rod end of the cylinder is 
routed to Ihe tractor lift cylinder piston lo extend ii simul- 
taneously with the special remote cylinder. Because the 
special remote cylinder is smaller than the tractor lift cylin- 
der, it will reach the end of its stroke while the tractor lift 
cylinder is only partially extended. For this reason, a by- 
pass valve {16}, Figure 8, is provided in the piston of the 
special cylinder. As a result, when the special cylinder 
reaches the end of its stroke, the bypass valve is pushed 
off of its seat allowing pump pressure oil to flow through 
the cylinder to the tractor lift cylinder so it can also com- 
plete its stroke and return the control valve spool to neu- 
tral oy contacting the slop pin. 

11 the special cylinder is hooked up when the lift arms 
are partially raised, Ihe special cylinder will be unable to 
reach the end of its stroke because the tractor lift cylinder 
will reach the end ot its stroke first and in doing so, con- 
tact the stop pin and cause the control valve spool to re- 
turn to neutral and stop the flow of oil. To remedy Ihis 
situation, push the selector valve fully in; move the hy- 
draulic lift control lever to the bottom of the quadrant; 
when the lift links are fully lowered, pull the selector valve 
lully out; and move the litt control tever to the lop of the 
quadrant. When ihe special cylinder reaches the end of 
its stroke, the lift arms should stop moving a moment later 
when the tractor lift cylinder reaches ihe end of ils stroke. 
The cylinders should now be in phase (synchronized). 

IEYDRAL'MC OIL CERCU1T 

The description of the hydraulic oil circuits presented 
on page 38 of Pari IE. Chapter 2. of this manual, is appli- 
cable to both the Ford 5000 and 7000 Tractors equipped 
wilh Ihe Load Monitor. The onty difference Irom the pre- 
vious schematics is due to a change in configuration of 
the hydraulic lift cover casting. The auxiliary services feed 
port, and the return port used in conjunction wilh remote 
cylinder Load Monitor application, are located on the front 
face of the lift cover 



PAGE B 



CHAPTER 6 



OUT OF PHASE 






■ 







^^^^TfTT* 



U 




SUCTION OIL 
PRESSURE OIL 

RETURN OIL 

STATIC OIL 


















Figur* I 
OH Flaw — Special Load Monitor R»mot* Cyhndsr 



1. Hydraulic S*l#clor Valve 

2. Check Valvo 
J. By Pan Vil(r# 

4, Flow Control V*lv« 



5 Flout Conlrol Ovarndo Spool 
a, Pump FHel*«l Valva 

7. SuCHortOil Pillar 
I CanUo! V a.ltrp Spool 






I. UnlrjldVAlV* 
ID. LiH Cylm<l«r Pi Hon 

1 1 Lili Cylinder Safvtr V*lw# 

1J H|dr«u1icOilfiUtr 












J. M).H .- I \IK\TS 



13, ftiluin Spring 

14. Hydraulic Pump 

1$ Spae-H Remote Cfltndtr 

16 By P«i VaJvt 

17 L.H Cylinder 









With the exception of Ihe drali control marnspnng ad- 
justment procedure, it will be necessary to remove the 
hydraulic lift cover from the rear axle center housing to 



perform the linkage adjustments described in this section. 
Remove ihe lift cover as described m Section S, "Over- 
haul Lift Cover Assembly." 



12.71 



* FORD MOTOR CO 1971 



PAGE 9 



PART 11-HYDRAULIC SYSTEM 




Drufl Cunlml Mainspring 

Tills Spring is Correctly set during assembly, but should 
II require adjustment, the to I lowing procedure should be 
adhered 10 Refer to Figure 9 and proceed as follows: 



1. 



OrftH Control ttiinipring, 



1. OnFl Conlrol P|ung*r 

2. Fcont Spring Seal 

J, Draft Control Mimipnng 



4. fl**r Sprint 
». HtUintrMlrt 
». S«1 Screw 

7. VAhw 



With the system selector lever, Figure 10, set for 
position control, the Nft control lever at the bottom of 
the quadrant, and the lift arms fully lowered, loosen 
the set screw and turn the draft control spring re- 
tainer nut a 1 the rear of the I ill cover housing dock* 
wise until the draft control mainspring pressure is 
felt. 



With the lift arms still down, rotate the yoke on the 
plunger until all rreepiay is eliminated, Ihen turn the 
yoke through the smallest arc until the hole in the 
yoke is horizontal. Tighten the set screw in the draft 
control spring retainer net 






Ws 













FfcjwvID 
Lifl Control Imvmr— Adjuitmtnt Portion* 



1. Lkl| Arms Lew tr»d 

7 LilUimiRaufri 

3, Df*M Conlrol Politic 



Load MpnilQf Pgultan 
Ponlion Conlrol Pot'llnn 
Syiiom Selector Lovor 



7. Loclling Nolche* 

I Lo*n Monitor SfULfHI J HAftC( 

9. Poulicn Conlrol Seiflftg 



t0. Drill Conlrol S(l[iHg 
11 UH Conlrol Law 
t2. Solictor Ltvmt Clcvrf 



PAGE 10 



CHAPTER 6 



LJKT COVER LINKAGE 

NOTE; Perform the post -adjustment check ai detailed on 
Pag* tS prior lo lift cover removal. If the lift assembly 
checks out according to the procedure and the service 
operation does no I involve the lift Cover linkage, omil I he 
following preparatory adjustments. 



Preparatory to any lilt cover linkage adjustment, remove 
the lift cover from ihe tractor aa described In Section 5, 
"Overhaul Lift Cover Assembly/' (hen proceed to perform 
the following adjustments. 

1, Adjust the length of the strut to obtain a dimension 
of 14,3 i A2 inches (36,33 i 31 cm) as measured 
at the centerimes of the two attaching holes. 



£. Loosen ihe draft control adjustment screw retaining 
nut (1), Figure 11, and position the offset of the screw 
in its highest position (with respect to normal oper- 
ating position of Ihe hit cover), then tighten the nut. 



3, Instair Tool No. SW B62-A, Figure 12> Of Tool No. 
SW 25, Figure 13, on the lift cover as shown. Ctamp 
the tool to the lift cover to fix rigidly the position of 
the strut for all remaining adjustments. Install Ihe 
strut on the tool. 




IMPORTANT: Each ol the following adjustments mutt be 
performed in the sequence presented. The system will 
not perform satisfactorily unless all adjustments, includ- 
ing the preceding, are executed. 






' 




Figure 11 
Lift Cover Linkage Pra.Ad|g*lrn*nl 



Figure 12 
Slrut Connected lo Linkage Adjuitmenl Fiilura SW SG2-A 



L, Ad|ui1mnnl Scraw flelotninfl Nut 
£, Draft Control Adfuslmartl 3c raw 



3, T u /nSue«<» 



1. Clamp 

1. Linkage Adjuilmtm FiLlur* 5W 16? A 



3. Slrut 
*. Stand 



12/71 



« FORD MOTOR CO, 1971 



PAGE 11 



PART 11-HYDRAULIC SYSTEM 




Figure 13 
Connecting the Strut to Linkage Adjustment Fiitur* SW 25 



1, Climp 

1, Lfnk pg fl AdjUttfTWfil FmIuF* 5 W 25 



3. Si rut 



System Selector Lever - Index Adjustment 



1. Manually position Ihe lift arms in ttieif fully raised 
position, Figure 10, 



2. Sol the system selector lever for position control. 



3. Position the lift control iever so that the upper edge 
is aligned with the position control adjustment notch 
on the quadrant. Refer to Figure 10. (Row Crop Trac- 
tors: Align ihe lower edge of ihe lift control lever with 
i he noichf). 




Figure 14 
Tool No. SW B62 S inslalltd 



1 r Tool No. SW 161 ■ 
3 Sim! 



3. Control Rod and 1*o\\mt Atumbty 




Figure 15 
Tool No, SW 26 Installed 



3. Conirof Rod end RoH»r Aii»mbiy 



1. Toe) No. SW » 



PAGE 11 



CHAPTER 6- 



Remove the cotter pin and washer rrom the strui at- 
taching pin and install Tool No SW 862-B. Figure 14. 
or Tool No. SW 26. Figure 15. between the control 

rod roller and strut attaching pin as shown. 



. 






5, Adjust the length of the selector lever clevis {12}. 
Figure 10. until Ihe loot ol the gauge is In contact 
with the control rod roller, ihen tighten the selector 
lever clevis lock nut. 



|,ii;ilI YlniiUiir Vtliu^imriit 



l With the lift arms still in their fully lowered position, 
set the system selector lever in the lull load monitor 
(HARE) posilton 



2. Set the lilt control lever so that the upper edge aligns 
wilh the Load Monitor adjustment notch in the 
quadrant. Figure 10. 



NOTE: On Row Crop Tractors, loosen (he selector 
quad ran I attaching bolts and realign the quadrant as 
necessary until Ihe fool of the gauge is firmly in con- 
tact with the control rod roller, then tighten the quad- 
ran l attaching bolts. 



If Tool No. 862-B was used to make the index adjust- 
ment,, remove the tool, If Tool No. SW 26 was used. 
leave the tool in position while carrying out the fol- 
lowing position control adjustment 



Position Control Vliu^nmnt 



3. Adjust the length ot Ihe sirul unitl ihe control valve 
spool is recessed inside the conttoi valve bushing 
0.030 i 0.0 T 2 inch {.762 t .305 mml- Use the hy- 
draulic lilt control valve setting gauge, SW 506-A or 
SW 3B, to check I his dimension. 



4, Tighten the si rut lock nut. 

lop Link Draft Control \djUHtmenl 

1 With the lift arms still m their fully lowered position, 
set the system selector lever for top link draft con- 
trol. 



1, With the system selector lever still set at position 
control, and the lift control lever still aligned with ihe 
position control notch, physically reposition the lift 
arms to I heir fully lowered position. 



2 Remove the baffle and plate assembly from the front 
lace of the lifl cylinder and control valve assembly. 



2, Set the lift control lever so that the upper edge aligns 
with ihe drafi control adjustment notch in (he quad- 
rant, Figure 10. 



Adjust the position of the draft control adjustment 
screw. Figure H. until the control valve spool is 
recessed inside the control valve bushing 0.0201 
G0Q5 inch (.7621.127 mm) Use the hydraulic lift 
control va^ve setting gauge. SW 508-A or SW 3B, 
io check this dimension 



3. Adjust the control valve spool turnbuckle, Figure 11. 

until the control valve spool is recessed inside the 

control valve bushing 0.030 1 0.005 inch (762 t 

127 mm). Use the hydraulic lift control valve setting 

gauge, SW 5G6A or SW3B. to check this dimension 



4. Tighten the turnbuckle locknul. 



4. Tighten the adjustment screw retaining nut to a 
torque ot 24-31 lbs It. (3.32-4.29 kgm). 



5. Install Ihe baffle and plate assembly on the lift cylin- 
der and control valve assembly, 









5, Remove Tool No. SW 26 i) previously installed. 



6. Remove Ihe tool $W 862-A or SW 25. Irom the lift 
cover. 



12m 



*FO AD MOT OR CO 1971 



PAGE 13 



PART t1-HY0RAULIC SYSTEM 




Ptgtift 1G 
Checking Fork Adjutlminl — Learf Moniior Conlffll 

(Tool sw eea-A) 



V TMlHo.SWBEa-A 
2- Fort 



1 C*fil«r Hpyiing 




Figure 17 

Checking Park Adjuilmvnl — Load Mpmtof Central 

(Tool No. SW 2S) 



Load Monitor Fork Adjustment 



i. Tool «e. sw 25 
2. Fo/i 



3 Cfrnttr H punng 



1. Install Tool Mo. SW BG2-A or SW 25 on the rear axla 
corner housing, Refer to Figure 16 or 17 + 



2 Place the Load Monitor fork, and lever assembly 
firmly m contact with th* Load Monitor (me ihrust 
blocks must be Hat against the flange of the Load 
Monitor and the Load Monitor musi be pressed to 
the rear). 



3. The sirut attaching pin of the lork lever should local* 
easily within the notch in ihe tool, if the pin does, not 
easily locate in Ihe nolch. turn the Fork ad|uslmg 
screw as required lo obtain this lit 



NOTE; Figure 1» shows ihe adjusting screw viewed 
Irom the side ol the l r act or with the cover removed 
Irom the transmission center housing. It is not neces- 
sary to remove ihe plate when carrying out ihe adjust- 
ment when the lop cover Is removed. 




Figure II 
Laid Monitor Fork Adjustmcrti 



t. Fork Adjuiling Screw 



PAGE 14 



■CHAPTER fr 



4 Remove Tool No. SW 862- A or SW 25. 



5. Install the hydraulic lift cover on the rear axle center 
housing as described in Section 5, "Overhaul Lift 
Cover Assembly." 



POST ADJUSTMENT CiltLCK 






After the tractor has been completely assembled and 
is otherwise prepared for normal operation, the preceding 
Adjustments may be verihed as lot lows: 



adjustments, II can also be utilized as a diagnostic 
aid. 






LOAD MONITOR FIELD ADJUSTMENT 









1 , Remove the left slep plate from the tractor. 









2. Drain sufficient oil from the rear axle center housing 
to avoid spillage when the inspection plate Is re- 
moved. 



1. Upon being sealed m the operator's seat, stan the 
tractor engine. 






3. Remove The d.pstick plate from the side o1 Die cen- 
ter housing. 






Move the lift control lever to the bottom of the quad- 
rant, then set the system selector lever for draft con- 
trol. Begin moving ihe lift control lever upward until 
the first tendency lor the lift links to raise is sensed. 
At this point the upper edge of the lift control lever 
should be within 1/2 inch {12.7 mm) of the drafl con- 
trol notch of the quadrant, 



Move the lift control lever to the bottom of the quad- 
rant, then set the system selector lever tor position 
control Begin moving the lift control lever upward 
until the first tendency for the lift links to raise is 
noted. At this point, ihe upper edge ol the lift con- 
trol lever should be within V2 inch (12.7 mm) of the 
position control notch of the quadrant. (Lower edge 
of the lift control lever for Row Crop Tractors). 






4* Move the lift control lever to the bottom of the quad- 
rant, then set the system selector lever for full Load 
Monitor (HARE position). Slowly move the lift con- 
trol lever up the quadrant until ihe first tendency for 
the lift links to raise is sensed; At this point (he lift 
control lever upper edge should be within 3/4 inch 
(19 05 mm) of the Load Monitor notch of Ihe quad- 
ran i. If this dimension 4s not obtained, proceed to 
"Load Monitor Field Adjustment." 

NOTE: The foregoing procedure is intended for use 
in verifying (he adjustment of the lift cover internal 



A. Block the tractor rear wheels fore and aft and engage 
the parking brake or handbrake. 



5. Set both transmission gearshift levers in neutral, 
then start the engine. 









Set the system selector lever at the hare Load Mont- 
tor setting, then align the upper edge or ihe lift con- 
trol lever with the Load Moniior notch of the qaud- 
rant. If the lift linkage has not raised, proceed to 
Step 7. It the lift links have raised, lower the lift con- 
trol lever and roiate the Load Monitor fork adjusting 
screw, Figure 1S. so lhat the fork lever moves slight- 
ly rearward. Repeat this procedure as necessary 
until the lift control lever can be aligned with the 
Load Monitor notch without lift action. 



7, Rotate the Load Monitor fork adjusting screw to move 
the fork Sever forward until the first tendency of the 
Uft linkage to raise is no led. 












8. Stop the engine and install the dipstick plate and 
the left step plate. 



12r7i 



•FQRO MOTOR CO. 197 T 



PAGE 15 



PART t1-HYDRAULIC SYSTEM 



:i. OVKIUUIJL LOAD MONITOR 



\. Removal 



1. Separate the tractor between ihe transmission and 
rear axle center housing as described in Part 15, 
"Separating Ihe Trad or." Be prepared to drain ap- 
proximately 55 US. quarts {4S.8 Imp. qls ,; 52 liters) 
of oi\ from ihe common reservoir, flemove both the 
transmission and rear axle dram plugs to speed the 
process. 












2, Remove the cap nul. Figure 19, from the hydraulic 
Oil finer manifold. 



MOTE: It may be desirable lo remove the hydraulic 
oil filter prior to removing the cap nut. 






5. Remove the hydraulic lift cover assembly by discon- 
necting the rocker from the yoke at the reef of the 
cover removing the 15 cover attaching bolts, and 
raising Ihe cover clear of the center housing. 






8. Remove ihe PT.O, clutch and control valve. Figure 
20, as described in Part 9, "Power Take-Off" 






7, Remove ihe brake pedals from the brake cross shaft 
and remove the Load Monitor lork assembly and 
brake cross shaft as described in Part 10. "Rear 
Axle and Brakes," 



3, Wilh the appropriate hex wrench, remove the sleeve 
which was exposed by removal of ihe cap nut in 
Step 3. above 

4. Disconnect the strut Irom the Load Monitor fork lever, 
Figure 20, by removing ihe cotter pin 




Flgura 10 
Cup Nul and Sleovfi Removal 



1, Cap Nut (Homotrrdl 



2 Hydraulic OH Fttlcr 










Figure 2D 
Load Mamie r Removal 






1. Fork Assembly k»**r 

2. PT.O. Clinch 

3. Hydraulic Pump 
A Fork Assembly 






5. Load Mommr 

6. ftalainlng Ball 

r. Brake Crot» ShVl 



PAGE 16 






— 



— CHAPTER 6- 







8. Remove the hydraulic pump and suction screen as- 
sembly, Figure 20, as described in Part 11, "H yd rail- 
lies." 



2. Compress the unit just enough to remove the retain- 
ing ring as shown, 



9. Remove the Load Monitor retaining boll, Figure 20. 3- Remove the unit from the press. 






10. Pun the Load Monitor assembly off the pinion shaft. 






11. On Select-O-Speed Tractors, remove any shims 

which may have been installed between the Load 
Monitor and pinion shaft clamp. 



4, Carefully raise the input hub from the unit, The plate 
assembly and balls. Figure 22, will remove with the 
Input hub. Exercise care not to misplace the pins 

which dislodge as the input hub is removed, since 
they will be loose once the plate clears the coupling. 



12. Remove the P.T.O rear shaft as described in Part 9, 
"Power Take-Off." 






5. Remove the washer and thrust bearing. 



B* Disassembly 






6 Install the remainder of the unit in a press. Figure 



23, with the output hub upward. 






1. Install the Load Monitor unit in a press as shown in 
Figure 21. 




Figure 21 
Load Monitor Disassembly 






7, With a suitable sleeve h compress the unit sufficient 
to remove the retaining ring. 









8. Remove the unit from the press. 







Figure 22 
Inpjl Hub Removal 



1, ttydniiric Pf*ti 

2. Plan? 



3. Bclaining Ring 

4. Load Monitor 



1, Hetaining Ring 

2. Pin 

3. Ptale 

4, BaMm 



5. ifipyl Hub 

€. Slop Pin 

7. Retaining WbiHet 

4, Thrust Bearing 



12/71 



« FORD MOTOR CO. 1971 



PAGE 17 



PART 11-~HYDRAUUC SYSTEM 




Figurt 23 
Output Hub R*ma*al 



1„ Hydnukbe Pnti 

t llHVf 



»i v4t^Hfl ^PBHI|^H 



9. Remove the spring seal from the unit by lifting it 
clear. 



10. Place the unit on a clean, flat, cloth-covered surface. 



Minor defects may be polished out: however, severe 
defects wilt necessitate installing 3 new component. 



2. Inspect the displacement balls for scratches or nicks. 
Minor defects may be polished out; however, severe 
detects wit! necessitate installing new bell(s). 



3. Inspect the thrust bearing tor smooth I unci ion. Any 
distortion or binding of the rollers will necessitate 
installing a new bearing. 



4. Inspect all retaking rings Tor nicks, dents, and dis- 
tortion. If damage is evident, install new ring's). 



5h Inspect each ol the nine springs lor cracks due to 
fatigue. 

D. Assembly 

1. Stand the output hub on its pinion shaft end. 



2. Place a wood block on each side of the hub js 
shown in Figure 2S. 



11. Slowly lill upward on the output hub, As Ihe bottom 
of the hub clears the inside retaining ring, the small 
bails will be allowed to fall from position onto the 
cloth, inside the coupling. 



3, Place the coupling over the output hub as shown, 
sc lhat the inner ring clears the upper surface of the 
output hub sufficiently to install Ihe small balls in 
thegroowes. 



12, Lilt the springs From the output hub. 



C> Inspi'vtjon and hVpair 



4. Align the coupling grooves with Ihe grooves of ihe 
output hub and install live bails in each pair of mat- 
ting grooves, excepl the stop pin grooves. 



Refer to Figure 24, 

1. Inspect ihe machined surfaces of the input hub, out- 
put hub. and plate for nicks, scratches, or burrs. 



5, Remove the blocks (rem beneath the coupling and 
allow the coupling to settle. The balls should now 
be firmly retained by Ihe two inner rings. Take care 
not to disrupt this relationship. 



PAGE It 



CHAPTER 6 - 



^^^H^^^H 





???i* 



'*** ■-»-*•--* 



■■■HQihHHPm 



Figure 24 
Load Monitor Unit — Exploded View 



1. Output Hub 

J. H*l«inlf>9 w ai h*r 

3 Th'Utl B*»rimg 
I. 0411 



5. Coupling 

6 Slap Pin 

7. InpuJ Hub 

4, Spring i 



9. Spring Seel 
ID. R pi* mint R * n fl 

11. A* toning Ring 

12. Pin 



6. Turn the coupling and output hub over so thai Lhs 
pinion shaft end of the output hub laces upward. 



7 H Install the springs so the alternate spacing is ob- 
tained. See Figure 24. 



S. Place ihe spring retainer m position over the springs. 



9. Place the assembly in a press and compress it only 
enough to install the retaining ring. 



10. Install the retaining ring. 



11. Remove the unit from the press. 



13. Put* 

H B*ft 







FlflUf* 23 
Lo*d Monitor Aetembly 



12. Turn the unit over so it is resting on (he output hub. 

12/71 * FORD MOTOR CO. 1971 



1. Coupling Inner Groom 

2. Coupling 

3. Coupling Sol) Rol lining Ring 
*. Ouipul Hub Eiiernei Groove* 
5. Ouipul Hub 

4. Ballii{CaUpEirtg-IO-Oulp4Jl 
Hub} 



7, Ouipul Hub Sell 
Rel el rung Ring 
S, Work Surfic* 
ft, Wpotf Blocfc* 
1&. Slop Pin Groof* 



PAGE 19 



PART 11-HYDRAUUC SYSTEM 



13. Place the thrust bearing in position on the output 
hub. 






14. Place a new retaining washer in position. 



15, Place the input hub over the output hub. Make sure 
the washer is fitted in the recess in the base of the 
input hub. 



16. Align the slop pin grooves Of the coupling with the 
input hub $0 the remainder of the grooves also mate. 






17. Install the stop pins. 



13. Place the balls in iheir sockets as shown and place 
the pi ale over the balls. 



19^ InsialJ ihe 12 plate retaining pins. 




tfgUntf 

Load Monitor Inslallalion 
{Hydraulic Pump Re moved lor illustration Purposes) 



Fork Assembly 
Refining Bolt 



3, Brake Crow Shaft 



p. Ptece the unit in a press and compress it only 
enough to install the retaining ring 



21. Install the retaining ring. 



proper functioning. When properly installed, the 
front surface ol the Load Monitor is flush with the 
end of the pinion shall, and the clearance between 
the rear surface of the Load Monitor output hub and 
the pinion shaft clamp ranges from .000 inch {.00 
mm) to .003 inch [.06 mm) as shown in Figure 27. 
To properly install the Load Monitor on the pinion 
shaft: 



E. Installation 

1. Manual Transmission: Install the Load Monitor unit 

on the pinion shaft, securing it with the bolt pre- 
viously fe moved and a new washer. Refer to Figure 
2«. 



a. Place the Load Monitor on the pinion shaft so 
lhat it protrudes slightly beyond the end of ihe 
shaft. 



S e! act- O- Speed Transmission (Ford 5000 Only): 
When installing the Load Monitor in the drive line, 
it is important that it be properly located to insure 



b. Install the retaining washer, lookwasher and 
bolt, Tighten the boit to a torque of 55 to 75 lbs. 
ft, (7.61-10,37 kgm). The Load Monitor is now 

aligned with the end of the pinion shaft, 



PAGE 20 



CHAPTER 6— 



000- .003 INCH 

(,00— oa WW) 






Rpn 


ir 






Checking 


End Clearance 


1 


Trahlirifltlon Ou1pu1 Shnn 






6, flataining 9oM 


? 


Drivtilnt Disconnect 
Coupling 






7. Lpcfcwathtr 

fl Retaining Wither 


a 


Sphnai (Cotiptrng-lo-Lojit) 
Monitor) 






9 Pinion ShiiU 
10. Lo«d Monitor (Coupling) 


* 


Alignment Hub 






11, Output Hub 


5. 


Input Hub 






12. Pinion Snill CUmp 






c. Measure the gap be l we en the Load Monitor out- 
put hub and the pinion shaft clamp with a set of 
feeler gauges. 









If the clearance exceeds .003 inch (.08 mm}, re- 
move the Load Monitor I rem the pinion shaft and 
install sufficient shims to reduce the clearance 
to a maximum of ,003 inch (.06 mm). Shims are 
available in thicknesses of .003. .004, .012, .032. 
,052, and .069 inch. (.08, .10. ,30, .01, 1.32, and 
2 26 mm). 



Install the Load Monitor as described in a and b 
above, then recti eck the clearance as in c and d 
above. 







Ftgura 28 
Load Monitor Installation 



t. For* *s*«mt>lr L#**f 
l T P.T,0, Cfulch 
3. Hydraulic Pump 
*. F*rk Ait+mbl) 1 



5 Load Monllar 
(J R tinning BoH 
7. Brtkm CtamM Bill II 



3. Install the brake cross shaft and Load Monitor lork 
assembly as shown in Figure 23. Refer to Fart 10, 
"Rear Axle and Brakes." 



4. Install the brake pedals on (he cross shaft. 



S. Install the P.T.O. clutch pack on the transmission 
output shaft. 



& Join Ihe tractor at the transmission and rear axle 
center housing. 



2. Install the hydraulic pump and suction screen as- 
sembly, Figure 28, as described in Part II. "Hydras 
lies/' 






7. Comprete the installation of the P.T O cluich and 
control valve, and install the P.T.O rear shaft as 



i2m 



FOftDMOTOftCO 1971 



PAGE Zl 



PART 11^HYDRAULIC SYSTEM 



described m Pan 9 f Power Take-Off," Make qer- 
tain lha P.T.O. clutch supply tube is connected. 



age assembly. Indian ihe 15 cover-to-center hous- 
ing bolts. 00 NOT TIGHTEN me bolts ai this time. 



8. Adjust Ihe position of the lork assembly lever as 
described in Section 2, "Adjustments" in this sup- 
plement* 



12. Install the control valve-to-hydraulic oJI filter mani- 
fold connecting sleeve. Tighten it securely with the 
appropriate hex wrench. If Ihe filler was removed 
during disassembly, install a new hydraulic oil fil- 
ter. Install the cap nut on the connecting sleeve 



9, Replenish the transmission/rear axle oil by adding 
new oil through the transmission filler plug. 



13. Tighten the I if I cover retaining bolts to a torque of 
95-1 15 lbs ft. (13.13-15.90 kgm). 



10. Install the strut on the fork assembly lever. Secure 
it with the washer and a new cotter pin. 



14. Start the engine end cycle the hydraulic system 
several limes. 



11. Install lha hydraulic lift cover including a new gas- 
ket, making certain the strut is attached to the link- 



15, Check and replenish ihe oil level as required. 



4. OVERHAUL LIFT CYLINDER ASSEMBLY 



For p roced ur es relal i n@ to the overhau I of t he lift cylinder 
assembly, refer to Chapter 2, Pan II. "Hydraulics" of this 
repair manual noting the following amendments lo the 
assembly procedure. 

D, Assembly 



Steps 1 through 12 are unchanged. Steps 13 and 14 are 
amended as follows: 




13. The ll*t piston incorporates an O-nng and eilher a 
nylon or a leather back-up seal. The O-nn0 should 
be soaked in hydraulic oil for a period of 5 minutes 
prior to installation. If a new nylon back-up ring is 
to be installed, dip it in hydraulic oil and install it 
with the chamfered ends of the ring located as 
shown in Figure 29. If a new leather seal is to be in- 
stalled, soak it in water for a maximum nme of two 
minutes prior to the installation of the piston. Install 
Ihe seal with the flesh (rough) side toward the pis- 
ton. In either case, position Ihe O-nng nearest the 
closed end of the piston as shown in Figure 29 



Figure £9 

Hydraulic Lin Cylinder Plilon S*il «nd Back-Up 

Ring (niulriilian 



f . O -fling Seal 



1. Hyion Sick-Up Air*? 



14, Lubricate the piston, and if a leather back-up seal is 
incorporated, allow n to contract lo its original size, 
then install the piston assembly in the lift cylinder. 



Proceed with Steps 15 and 16. 



PAGE 22 



CHAPTER 6- 



5. OVERHAUL LIFT COVER ASSEMBLY 



IMPORTANT: il is necessary, when working on lift cover 
assemblies, thai Ihe utmost cleanliness is maintained. 
The entry of dirt Into Ihe hydraulic system is harmful to the 
numerous working pari* and must therefore be eliminated. 



A. Removal 






1. Make sure the I l-f t arms are in their lowest position 
to exhaust oil from the lift cylinder. 



ward, Make sure that the assembly is not resting on 
any of the controls. 






B. Disassembly 









An exploded view of the litt cover assembly is shown 
in Figure 30. Refer aiso to Figure 31 . 



2. Remove the lop link and disconnect the lift linkage 
by removing the cotter pin and clevis pin from each 
of the lift arms. 



1. Bend back the locking tabs on the lift arm retaining 
bolts, unscrew the bolls and remove trie lift arms. 



3. Remove the clevis pin securing the draft control 
main spring yoke plunger to the rocker, and swing 
the rocker away from the yoke. 

4. Remove the seat assembly and install the Lifting 
Bracket. SW 522 or No, SW2, to facilitate removal of 



(he litt cover 






5, Clean the area around the hydraulic oil filter mani- 
fold and remove the cap nut located to the front of the 
filter. Refer to Figure 19. Using a suitable hex 
wrench, remove the sleeve from the manifold. 



6, Clean the lift cover around the gasket joint and re- 
move the fifteen bolts which secure the lift cover to 
the rear axle center housing. Using a suitable hoist 
attached to the tilling bracket, raise the litt cover as- 
sembly clear of the center housing approximately 
3-1/2 inches (86,9 mm) to detach the strut from the 
selector linkage assembly. (S). Figure 30. 



2. Remove the lift control lever retaining nut together 
with the double-coil spring washer, flat washer, 
friction disc and lever. 






3. Disconnect the selector lever clevis {10), Figure 31, 
from the selector actuator arm [11} by removing the 
cotter pin and clevis pin, 






4. Remove the anchor nut from the selector actuator 

arm and remove the Attn, 



5. Remove the two bolts from the quadrant assembly 
and slide the assembly outwards and off the control 

lever shaft. 



6. Remove the tension spring {16}, Figure 30, con- 
nected to Ihe spring retainer (13) and selector link- 
age assembly (8). 



7. Remove the lift cover from the tractor and place Ihe 
cover on a stand with the internal linkage facing up- 



7, Disconnect the control rod and roller assembly {35) , 
Figure 3G\ from the selector arm (18) by removing the 
cotter pin and washer. 



12/71 



* FORD MOTOH CO. 1971 



PAGE 23 



PART 11-HYDRAULIC SYSTEM 






















1. Draft Control Adjualmenl 

Screw Nut 
3. Droit Control Adjustment 

Screw 

3. Dralt Con! rot Conn-actor Link 

4. Li H Linkage Spacer 

5. Llfl PotitiOrt Cam Follower 
Roller 

6. Lift Position Control Pivot Shan 

7. LIU Potltlon Plvol Pin Seal 
B. Hydraulic Lift Selector 

Linkage Aijeflibiy 



Figure 3Q 
Lift Cover Assembly — Exploded View 



9. Lilt Creaa^ ill 2i. 

ID. Lilt £n*f I Bushings 22. 

It, Oust Seal S3. 

12. Lilt Arm 24. 

13. Ldt Spring Retainer 35. 

14. Lift Arm 2b. 

15. Lift Plunger Guide Boll 27, 
1$ l_ a lt Tension Spring S-B, 

17. Ham Arm 29, 

18. Selector Ann A»«fnbly .in, 

19. Retaining BoM 31 

20. Tabbed Lock Washer 12. 



8. Remove Ihe clevis pin and cotter pin from the con- 
trol valve clevis (23} end lift the turnbuckle assembly 

[29) oui of the control valve. 






Lifl Cross Shalt Washer 
Dual Seal 
Li II Shalt Bushing*. 
Connecting nod Ralalnlng Pin 
Lill Piston Connecting Rod 
Cortn*clirifl Rod Regaining Pin 
Control Valve Aduating Lever 
Control Valve Clevis 
Control Valve Turnbuckle 
Clevis Pin 
Spacer \ Washer) 
Control Lever Shaft 



££. Cotler Pin 
$*, Spacer 

55 System Selector (Control) Rod 
ano Roller Assembly 

36. Control Rod Soring 

37. Lift Rod Connector 

36. Flow Conlro I Valve Override 

Adualor 
39*. Override Vatve Plunger 

40, Override Vatve Plunger Guide 

41. Helalning Ring 

42. Override Valve Spool 

43, Override Valvo Spring 



spring and removing (he retaining ring from the end 
of the control rod and removing the rod. 






9. Remove the I wo retaining pins from (he lift piston 
connecting rod [251 and lift the rod clear of the 
cylinder. 






10. Remove Ihe snap ring from the juncture of the con- 
trol valve actuating lever (27) and control lever shall 
(32) and remove the actuating lever. 



12. Remove the draft control adjustment screw retaining 
nut U), Figure 30, and externally, the Hit position 
control pivot shall (6) .Remove the selector linkage 
assembly (8) by disengaging the draft control con- 
nector link (3) and lifting the linkage out of the lift 
cover. 



13. The draft control adjustment screw can now be re- 
moved by sliding it out of the plunger. 



11, Disconnect the control rod and roller assembly Irom 
the control valve actuating lever by compressing the 



14, To remove the lilt cross shaft {9), invert the lilt cover 
on the stand so that the lift cylinder is underneath. 



PAGE 24 






CHAPTER r> 




side of Ihe cover using ihe lill cross shaft and a soft 
headed hammer. 

- 

NOTE: H is not necessary to interfere with the dratl 
control mainspring, However, if if is suspected of 
being faulty, it can be removed by unscrewing the 
yoke, loosening the set screw and removing the 
large hexagonal retaining nut at the rear of the fill 
cover housing. 






*f riti'il * 






1. UliArm 

2. Ortfl Control Adjustment 

Screw Nul 
5. Dfftl Control Adjuitminl Scrow 

4. Draft Control Connvclar Link 

5. T«n»lon Spring 
f, S*ltcior Unhug* Ati+mbiy 
7. Lift Him Arm 
l. S*J*clo* Arm Anvmbty 



Flgur* 31 
Lift Covtt Compontnn 

4. Syiuffi Svlvclor (Control) Rod 

and Rolltr AiMrrtfciy 

ID. S*1«£tor Lorot CttwU 

11. Stfoctor Acititlor Arm 

12. COAft+elmg Hod flrUkmng Pin 

13. Lilt Pltl^n Ccnntctmg flod 

14. Control ViIvb Ac lulling lever 

15. Conlrol Vil*e Turnbuckl* 



15. Remove the "O" ring at each end of the Hit cross 
ahalt. 



16, Drive the lift cross shall out of the cover using a soft 
headed hammer while supporting the ram arm, This 
will remove the bushings from one end of the shaft. 
Remove the bushings from the shaft. 

17, Remove the two remaining bushings Irom the other 



C * Assembly 

-n#r»*» f 

Position the lift cover upright on ihe stand, with the 
seat studs al the loo. 

re* • 

1, H removed, msiall ihe draft control main spring, 
spring seats, plunger, hexagonal retaining nut, set 
screw, and yoke. (For proper adjustment, refer to 
"Draft Control Mainspring/' Page to.) 

2. Position the two lift shaft bushings (10). Figure 30, 
on the lift cross shaft and, using the shall as an in- 
stalling loot, install the bushing by tapping the end 
of Ihe shaft with a soil headed hammer uniil the ouier 
bushing is flush with the housing. 



12/71 



• FORD MOTOR CO 1971 



3. Remove the shaft and install it In the oiher side of the 
housing sliding the shaft through the housing and 
position the ram arm so that the master spline on the 
shaft corresponds lo that on the ram arm. Push the 
shall through the ram arm and through ihe bushings 
in the opposite side of the housing, Place one of the 
other bushings on ihe end of the shaft and, using a 
lift arm. gently tap the bushing into position. Carry 
out the same procedure for the second bushing until 
it is Hush with the housing, 

4. Install a new "0" ring on both ends of the lill shall 
and position the lift arms to engage with ihe master 
spline of the shaft 

PAGE 25 



PART 11-HYDRAULIC SYSTEM 



Position the cross shaft washers (21), Figure 30, on 
both sides, install the lab bed lock washers, and 
tighten the bolts on [he ends of the shaft equally un- 
til the lift arms will Just drop under (heir own weight 
Lock the bolts wiih the loch washers. 



6. Inven the lift cover on the stand. 



15. Install the Quadrant assembly on the control lever 
shaft and rnslall the two bolts, 



1$. Install Ihe selector actuator arm (it), Figure 31, on 
the selector lever arm and secure with ihe anchor 
nut. 



7. Install ihe draft control adjustment screw in the end 
of the plunger. 



17. Connect the selector lever clevis (10), Figure 31, lo 
the selector actuator arm (11} with the clevis pin and 
cotter pin. 



8. Positron the selector linkage assembly (8J. Figure 
30, in the cover and engage the draft control connec- 
tor link (3}. Install the lilt position control pivot shaft 
(6), from the ouisrde of the cover to secure the selec- 
tor linkage assembly. Install the adjustment screw 
retaining nut (1). 



18. Install Ihe lift control lever, friction disc, flat washer, 
double coil spring washer and retaining nut on the 
control lever shaft. Tighten to a torque of 8 to 10 lbs. 
ft. (3.63 to 4.54 kgm). 



9, Position the conirol rod spring (36) on the control rod 
and insert the rod through the lift rod connector (37) 
in si ailed on the control valve actuating lever (27), 
Compress the spring and install the retaining ring on 
the end of the control rod 



19. Adjust the linkage as described in Section 2. " J Ad- 
justments.'' 



[). Installation 



10. Position the control valve actuating lever and rod 
and roller assembly on the control lever shall (32) 
»nd secure with the snap r ing. 



1. Carefully lower the hydraulic lift cover into position 
over the rear e*ie center housing. Stop lowering the 
cover when it is still approximately 3-1/2 inches (flfl.9 
cm) above the center housing. 



11, Connect the rod and roller assembly to the selector 
arm (18) with the colter pin and washer, 






12. install the lift piston connecting rod {25} and attach 
■t to the ram arm (17) with Ihe two retaining pins. 



13. Install ihe control valve lumbuckle and attach it to 
the actuating lever with ihe clevis pin and cotter pin. 



2. Place a new gasket m position between ihe lift cover 
and center housing. Install a new O-nng m the bore 
near the right Irortt corner of the lift cover mounting 
surtace. 



3, Connect the strul to the selector linkage assembly, 
securing it with the washer and new cotter pin. 



14. Install the tension spring between the spring retainer 
(13). and selector linkage assembly (B). 



4. Lower the lift cover into position and install the 15 
cover-to -center housing bolls. Do not tighten at this 
time. 



PAGE2fi 



n 



CHAPTER 6 



5< Install the control valve-to- hydraulic oil filter manJ- 7. Connect the r&eker to the draft plunger yoke, 

fold connecting sleeve. Refer io Figure 19. If the 

hydraulic oil filter was previously removed, install a 

new filter. Install the cap nut on the sleeve. 

B- Connect the lift rods to the lift arms. 



& Tighten me lift cover-to-cenief housing bolts to a 

torque of 95 to 115 Jbs. ft. (13.13 Io 15.9 kgnU »■ '™stali the seat assembly. 



1 2^71 • FORD MOTOR CO- 1 97 1 PA0E 27 



PART1 
ENGINE SYSTEMS 



Part 1 

ENGINE SYSTEMS 

Chapter 1 
ENGINES AND LUBRICATION SYSTEM 

Swlirm 

1. Description and Operation,, ♦.,.♦ , ***....*.*.»♦ 1 

2. Cylinder Head , Valves, and Related Parts ...... 6 

3. Engine Front Cover and Timing Gears , 14 

mt \-fl± JT bX| m? Li |Tip AUG VJII ■*•■*- ■■■**■«■ ***** 4 + + fi »4-44 4 * ■ fe !■ Mil Ullil 1**1 14 414+41* 1« fr ■ **"■•*■ * *■ J 

5. Connecting Rod*, Beari ngi , Piston*, Rings, and Cylinder Block •„„. 25 

6. Balancer, Main Bearings, Flywheel, and Crankshaft .,*„.„ 34 

7. Camshaft .... 43 

Chapter 2 
COOLING SYSTEM 

«ml i» Page 

1. Description and Operation >,.. ,..♦...* 49 

2* RadUtor and Thermostat ., , « *... 50 

-S . THF ITCT aUlljp pi nil ■■ ■ pi-pti-vivi iiiTiiin ■ r ■ « ■ -r i- ■ r ■ v r ■ t4 44 4 If 1441414 »* + 1 + iI4I4 + b ■«■*«>« ■ k!4f*4t J# 

Chapter 3 

TROUBLE SHOOTING, SPECIFICATIONS, 

AND SPECIAL TOOLS 

Section P*g* 

1, Trouble Shooting .- ----■ 55 

2, Specifications *»<».»...»... ....*. .. — ....*.,.. . 58 

3, Special Tools .-. ..„.„„, .„ « 

T/67 © FORD MOTOR COMPANY LTD., 1M7 PAGE I 









Part I 

ENGINE SYSTEMS 

^ Chapter 1 
ENGINES AND LUBRICATION SYSTEM 









\L. 









Section Page 

1. Description .ind Operation 1 

2. Cylinder Head, Valves, and Related Paris ,---■-. 6 

3. Hnpinc Front C .over and Timing Gears .,.......&£. 14 

4. Oil Pan Sump and Oil Pan „.... , , , 21 

5. Connecting Rods, Bearings^ Pistons, Rings, and Cylinder Block „..,.... 25 

6. Balancer, Main Bearings, Flyu heel, and Crankshaft 34 

I. DESCRIPTION AND OPERATION 

This pan of the manual covers both the 3- and 4-cylbder system, ptns the cooling system. Service procedures for all 

engines. See Figures 1 through 4. Boih (he 3- and 4 -cylinder engines arc basically the same. The procedures described in the 

engines ire available with the diesel or gasoline fuel systems, following pages apply equally to all engines. The engine idenli- 

Th is part of the manual deals with the disassembly, in spec- rlcation chart will aid in identifying the engine options 

tioa and repair, and assembly p f engines and the lubrication available. 

THE ENGINE IDENTinCATlON CHART 

MODEL 

FORD FORD FORD FORD 

DESIGNATION 

2000 3000 4000 5000 

FUEL SYSTEM 

GAS DIESEL GAS DIESEL GAS DIESEL GAS DIESEL 

NO. OF CYLINDERS 

3 3 3 3 3 3 4 4 

BORE 

4-2 in. 4-2 in. 4*2 in 4-2 in, 4*4 in. 4-4 in, 4-2 in, 4 2 in. 

(106 68 mm.) (106 68 mm.) (111-76 mm.) [106 68 mm.) 
STROKE 

3 8 in. 3 8 in. 3-8 in. 4 2 in. 4-2 in. 4-4 in. 4 2 in. 4*2 in. 

(96-52 mm.) (96-52 mm,) (96-52 mm.) (106 68 mm.) (106 68 mm.) (111*76 mm.) (106 68 mm.) (10S6S mm.) 
DISPLACEMENT 

158 cu, ins. 158 cu, ins. I5R cu ioi, 375 en. ins. 192 cu. ins- 201 eg. ins. 233 cu. ins. 233 en. ins. 

(2590 c.c.} (2590 c.c.) (2590 e.e.) (2868 c.c.) (3147 fee) (3300 ex.) (3819 e.c.) (3819 c.c.} 

7/§l © FORD MOTOR COM PAN V LTD.. 1«7 PAGE 1 



PART 1-ENGINE SYSTEMS 




Figure 1 
4-Cylindur Diesel Engine 













Figure 2 

3-Cy Under Gasoline Engine 













i 

























Figure 3 
4-Cylindar Diesel Engine Sectional View 






PAGE £ 






CHAPTER 1 
















Figur* 4 

3-Cylinder Ditatl Engint Sactional View 






CYLINDER HEAD ASSEMBLY— INCLUDING VALVE 

The cylinder bead assembly incorporates the valves, valve 
springs, and rotators. The valve rocker arm shaft assembly is 
bolted to the cylinder block, through the head. The intake and 
exhaust manifolds are bolted to the head. The intake manifold 
is on the right side from the rear of the engine, and the exhaust 
manifold is on the left lide. On all diesel, liquid petroleum 
(LP) and 4-cy Under gasoline engines, the water outlet connec- 
tion and thermostat ire attached to the front of the cylinder 
head, 3 -cylinder gasoline engines have the water outtet and ther- 
mostat at the front of the intake manifold. Valve guides ate an 
integral pan of the cylinder head, and valves with oversize 
stems axe available for service. Special replaceable cast alloy 
valve seats are pressed into each valve port of the cylinder head. 
The exhaust valves are fitted with positive valve rotators. Intake 
valves use umbrella- type scab while the exhaust valves use a 
square section O-ring. Two different length push rods are used 
depending on the type of valve tappet installed, The short push 
rod ii used with the barrel (shallow push rod socket) type 
tappet. The long push rod is used with the partly hollow mush- 
room foot (deep push rod socket) type tapper. The short push 









TRAIN COMPONENTS 

rods are installed in gasoline, LP gas, and ear Her production 
diesel engines. The long push rods are installed in current pro- 
duction diescJ engines. 

Valve lash is maintained by self-locking adjusting screws. 
The camshaft is supported by four replaceable hearings on the 
3 -cylinder engine and five replaceable bearings on the 4- 
cy tinder engine. The camshaft is driven by the camshaft drive 
fear which is in mesh with the camshaft gear, Camshaft thrust 
is controlled by a plate secured to the block and located 
between the camshaft gear and the front journal of the cam- 
shaft. A helical gear is mounted on the rear of ail the camshafts 
which drives the hydraulic lift pump used with some tractor 
models. 

The cylinder beads use six evenly spaced head bolts per 
cylinder. On diesel engines, the fuel injectors are moiin:cd 
outside the rocker cover. 

The engine cylinder heads are designed with the entire face 
of the cylinder head flat. The combustion chambers are in the 
heads of the pistons. 



7j67 



© FORD MOTOR COMPANY LTD.. 19*7 



PAGE 3 



._. 



<— 



PART 1-ENGINE SYSTEMS 



MANIFOLDS 

Hie aluminium alloy intake and cast iron exhaust manifolds 
arc od opposing sides of the cylinder head providing better heat 
distribution in the head with less heat being transferred to (he 
intake manifold. Tractors can be equipped with exhaust mani- 
folds for either horizontal or vertical exhaust systems, Diesel 
intake manifolds ate connected through tubing to the air 
cleaner* The dicscl engine intake manifold Is provided with a 
tapped hole for installation of a thermos tart or an ether cold 
starting aid kit. The gasoline engine intake manifold is a water- 
jacketed design , providing a constant circulation of coolant 
around the intake main runner !□ control the intake manifold 
temperatures, 

NOTE; On diesel tractors where cnlti start equipment 
it not installed, the plug assembled in the manifold 
should remain securely assemltled at alt timet, fatting 
this considerable damage to the cylinder bores i until 
result from its absent*. The cylinder bores can aho 
be damaged by grit and other foreign matter passing 
through the air cleaner hose connections if they are 
not properly secured. 



CYLINDER BLOCK ASSEMBLY 

The cylinder block is alio? cast iron with heavy webbing and 
deep cylinder skins. The block features full length water 
jackets for cooling ihc cylinders* which are bored integral with 
the block. Cylinder arrangement is vertical in-line with the 
cylinders numbered from 1 to 3 or 4, starting at the front of the 
block. The firing order is 1-2-3 on the 3-cylinder engine and 
1-3-4-2 on the 4 -cylinder. 

The oil pan sump on the 3-cylinder engine is pressed steel , 
and heavy cast iron on industrial and utility tractors. On the 
4 -cylinder tractors n is heavy cast iron. The cast iron pan is 
used as part of the attaching area for the front axle of ihc 
tractor on 4-cylinder engine equipped tractors. The oil pan is 
attached to the bottom of the cylinder block and is the sump for 
the lubrication system. The engine front cover is attached to the 
front engine adapter plate forming a cover for the timing gears. 
On gasoline engines, the fuel lift pump is mounted on the front 
cover. The gasoline engine governor is also housed in the cover. 
The crankshaft gear is keyed and press fitted on the front of 
the crankshaft. The crankshaft gear drives the camshaft drive 
gear, which is attached to the front of the cylinder block. The 
camshaft drive gear drives the camshaft gear and either the 
injection pump drive gear on diescl engines, or the distributor 
governor drive gear on gasoline engines. 

The camshaft gear is attached to the front of the camshaft by 
a bolt, lock washer* Hat washer and a spacer. On gasoline 
engines, an eccentric is mounted on the front of the camshaft 
which drives the fuel pump through a push rod. In both cases, 
the gear is keyed to the camshaft to maintain the position of the 
gear and drive the shaft. On gasoline engines, the governor ball 
cage and inner race are also attached to the distributor drive 



gear* which in effect becomes the governor drive. All the timing 
gears can be checked by observing the timing punch marks on 
the gears. The crankshaft is supported in the cylinder block by 
four main bearings in the 3-cylinder engine t and five main 
bearings in the 4-cylinder engine. The bearing liners arc copper 
lead or aluminium tin alloy with a Hinge-type thrust bearing 
liner to control crankshaft end play. The thrust bearing is the 
second intermediate on the 3-cylinder engine and the third 
intermediate on the 4-cylinder engine. A s linger is machined on 
to the near of the crankshaft to dared oil away from the rear 
seal. The rear seal is a circular J ip-iype rubber ie*J that fits into 
a pocket machined Into the cylinder block and rear main bear- 
ing cap. The cap also has two composition side seals. 

The 4-cylinder engine is equipped with a dynamic balancer 
to smooth out the engine vibrations. The balancer assembly 
consists of a housing attached to the bottom of the cylinder 
block containing a drive gear and a driven gear. The balancer is 
driven by a gear machined on the crankshaft) and the balancer 
gears arc timed from the crankshaft balancer drive gear. 

Gasoline pistons are manufactured from an aluminium alloy 
and have the combustion chamber entirely in the top of the 
piston. The combustion chamber of the Ford 5000 gasoline 
piston is slightly larger than that of the 2000 and 3000 gasoline 
pis tons. Each piston has two compression rings and one oil 
control ring. Installed behind the slotted oil control ring is an 
expander. 

Two types of ring kits may be supplied for service, one of 
these kits will include an expander for installation behind the 
second compression ring. The other kit is ihe production type 
which does not require an expander behind the second com- 
pression ring. 

Diesel engines have trunk-type pistons with a continuous 
skirt around the entire piston. Each daesel piston has three 
compression rings and one oil control ring, all of which ire 
above the piston pin. As with the gasoline engine two types of 
ring kits arc supplied for service on the diesel engine , one type 
having an expander for installation behind the third compres- 
sion ring and the other without this expander. 

The piston is connected to the crankshaft by a heavy I-beam 
connecting rod. The crankshaft end of the connecting rod has 
an insert-type copper lead or aluminium tin alloy bearing, The 
piston end of the connecting rod his a replaceable bronze 
bushing. The piston pin is a free-floating steel pin held in place 
in the piston by two snap-rings (circlips)> 



LUBRICATION SYSTEM 

Oi! from the oil pan sump is pumped through the pressure 
lubrication system by a rotor-type oil pump mounted on the 
bottom of the cylinder block and is driven from a gear on the 
camshaft, Figure 5- The pomp body incorporates a spring - 
loaded relief valve that limits the maximum pressure of the 
system. Oil relieved by the valve is directed back to the intake 
side of the pump. 



PAGE 4 






CHAPTER 1 




Fig 

3-Cyllndar Engine 



ur*S 

Lubrication System 






Oil, after leaving the pump, passu through an external filter. 
Engines are equipped with a two-quart can type filter assembly 
with a replaceable cartridge. The filter incorporate* a relief 
valve. The relief valve permits oil to by-pass the filter if it 
becomes clogged , thereby maintaining oil to the engine at all 
times. 

From the filter, the oil flows through a drilled passage in the 
block to the main oil gallery. The oil gallery is a drilled passage 
running the full length of the cylinder block which intersects 
the tappet chambers for lubrication of the tappets. The main oil 
gallery also supplies oil to all the crankshaft main bearing* 
through a drilled passage in ihe cylinder blodt, and from the 
main bearing journals through the crankshaft, to the connecting 
rod journals. Camshaft bearings arc lubricated by drilled 
passages in the cylinder block from each main bearing. 

The camshaft drive gear bushing is pressure-lubricated 
through a drilled passage from the front main bearing. The 
camshaft drive gear has a bushing which has spiral grooves to 
direct oil toward the outside of the gear, and on both sides of 
the gear. The gear haa until oil passages machined od both 












sides which allows the oil to exhaust- The timing gears are 
splash-lubricated by oil from the tappet chamber and from the 
pressure^ lubricated camshaft drive gear. On the 4 -cylinder 
engine, the balancer is pressure lubricated through a drilled 
passage from the block intermediate thrust bearing web to the 
balancer housing. Oil flows through the balancer housing to the 
hollow balancer shafts and onto the bushings in the balancer 
gears. 

Cylinder walls, pistons, and piston pins are splash-lubricated 
by the crankshaft. An intermittent flow of oil is fed to the valve 
rocker arm shaft assembly through a drilled passage in ihc 
cylinder block at the No. 1 camshaft bearing which indexes 
with a hole in the cylinder head. From the head, the oil flows up 
around the No. 1 rocker arm support bolt to the tockcr shaft. 
The oil from the shaft flows through drilled holes in each rocker 
arm to lubricate the valve end and the adjusting screw end of 
the rocker arm. Oil from the ball ends of the rocker arms flows 
down the push rods and assists in lubricating the tappets and 
push rods. Excess oil drains into the push rod chamber through 
the push rod holes In the cylinder head and then back to the oil 
pan sump through cored openings in the block. 



7/17 



? FORD MOTOR COMPANY LTO^ 1W7 



PAGE 5 



PART 1-ENGINE SYSTEMS 



2. 



H J RICH J h; 



HEAD, VALVES AM) RELATED PARTS 



INTAKE 
MANtFOLD 




4. Rcmcive the exhaust manifold and metal gasket, Figure 
6. 

5. Remove the injector lines from the injection pump and 
from the injectors. Cap the exposed openings in the 
pump and in the injectors, and all rube ends to prevent 
the entry of dirt. 

6. Disconnect cold start equipment where equipped. 

7. Disconnect the air inJct hose at the damp at the intake 
manifold (diesel), or at the carburetor on gasoline 
model*. 

NOTE: On gas&Iine rnginfi, disconnect the fuel 
tine and linkage from the carburetor* Remove 
the carburetor from the intake manifold. 0ia* 
connect the vacuum advance line from the 
intake manifold. 

S. Shut off the fuel at the tank. Remove the fuel filters 
from the manifold by disconnecting the fuel lines and 
removing two bolts and Bat washers and Ctp the 
Openings, 

9. Remove the bolts and lock washers that retain the intake 
manifold, Figure 6j to the cylinder head and remove the 
manifold and gasket. 
10. Disconnect the ventilation tube from the rocker cover. 
Remove The bolts that attach the rocker arm cover to 
the cylinder head and remove the rocker arm cover and 
gasket 



Figure 6 
4-Cylind*r Diesel Engine with Rocker Arm Cover 

Removed 



CYLINDER HEAD 

The cylinder head can be removed from the engine for service 
with the engine installed in the tractor. The following pro- 
cedure applies to all models of the *- and 4-cylmder engines. 

A* Removul 

1. Remove the vertical muffler if » equipped and dis- 
connect the main wiring harness from the hood panel 
assembly. Remove the hood pane] assembly. 

2. Remove the battery. Remove the air cleaner assembly 
and related components in gasoline units. Remove the 
battery tray support bolts from the head and remove the 
radiator shell support. Disconnect the exhaust pipe from 
the exhaust manifold on umts that are equipped with 
horizontal exhau&t iy stems. Drain the radiator and 
cylinder block. 

3. Bend the lock tabs back, Figure 6, and remove the bolts 
that secure the exhaust manifold to the cylinder head. 




Figure 7 
Dittt! Engine Injector Removed 



page a 






CHAPTER 1 



1 1. Disconnect the injector leak-off pipe. Remove the two 
nuts, from the studs that retain each injector. Figure 7, 
and remove each injector from its bore in the cylinder 
head. Be sure the area surrounding the injectors is clean 
of any dirt. If the injectors cannot he readily pulled by 
handj it may be necessary to pry the injectors out. 
NOTE: On gasoline engine* remove the spark 
plugs. Figure 8. 



* ■ 




Figure I 
Gasoline Engine Spark Plug Location 

1 2. Visually check the push rods for straighmew before 
they are removed by rotating them with the valve 
closed. Loosen the bolts that retain the rocker shaft to 
the cylinder head, Figure 6 } evenly and alternately until 
all tension has been relieved, and lift the rocker shaft 
assembly from the cylinder head. 

NOTE: The rocker shaft retaining holts should 
he left in place in the rocker shaft supports 
during removal. The bolts hold the rocker shaft 
assembly together; therefore f only remove the 
bolu when it u necessary to dii-as&emhle the 
rocker shaft, 

13. Remove the valve push rods from their holes in the 
cylinder bead and arrange them in a rack ia the order in 
which they were removed 



CASKET 

THERMOSTAT 




COOLANT 

OUTLET 

CONNECTION 









Figure 9 
Diesel Engine Thermoatat 



14, Remove the remaining cylinder head attaching bolta 
and carefully lift the cylinder head from the block, 






VALVE 

SPRING 

COMPRESSOR 




RETAINER 
LOCKS 



VALVE 
SPRING 



Figure 11 
Removing Valve a 






rm 



© FORO MOTOR COMPANY LTD, 1*97 



PAGE 7 



PART t-ENGlNE SYSTEMS 



. 



RETAINEI 
LOCKS 






VALVE 
INTAKE 

I 






He 




SEAL 

L 



\ 







iETAlNfl 



SPRING 



Figure 11 
Intake Valve An&mbly 



RETAINER 
LOCKS 



■ 



* 



VALVE 
EXHAUST 






SEAL 



■ i 


i 1 




ROTATOR 





VALVE 
SPRING 



.. 



Figure 12 

Exhaust Valve Assembly 



B* D I ansae trebly 

1. On dicsdj LP gas and 4- cylinder gasoline engines, 
remove the two bolts thai attach the water outlet con- 
nection to the cylinder head, Remove the connection, 
thermostat, and gasket, as shown in Figure 9. 

NOTE: On 3 cylinder gasoline engines , jJitf irate r 
outlet connection is incorporated in the intake 
manifold and a tealer outlet cover and gasket 
are used tv cover the hole ire the front of the 
cylinder head. The mater outlet cover and gasket 
are used to cover the hole in the intake manifold 
on the LF gat engine* 

2. Before removing the valves from the cylinder hcad ? 
clean any carbon deposits from the area of the valve 
heads. 

3- Position the valve spring compressor over the valve and 
spring, as shown in Figure 10, and compress the spring, 
Intake Valves: Remove the retainer locks, spring re- 
tainer* spring, and valve stem seal. The pans are shown 
In Figure 1L 

Exhaust Valves: Remove the retainer locks, the seal 
from its groove, and the valve rotator and spring* The 
parts are shown in Figure 1 2, 

A. Lift the valve* from the cylinder head and place them in 
a numbered rack so they can be reinstalled in their 
respective guides. Keep the exhaust valve rotators with 
the valves from which ihey were removed. 



C. Cleaning 

L After the valve* Me removed, clean the valve guide 
bores with a valve guide cleaning tool 



2, Remove all din, grit, and grease from the cylinder head 
with cleaning solvent. 

3. Scrape ill gasket surfaces dean. If necessary, soak the 
head gasket surface with paint remover to loosen the 
gasket material. Carefully scrape the gasket from the 
head, applying the paint remover as required. 
Caution : Be careful when working with paint remover, 
as it is highly combustible 

Diesel Engines : Be sure to remove any inf ector washera 
that may have remained in the bores, 

D. Inspection and Repair 

1. Inspect the cylinder head for cracks, nicks, or burrs. 
Install a new head if necessary. Remove all burrs or 
nicks from the gasket surface with an oil stone. 

2. With a straight edge and feeler gauge, check the flatness 
of the cylinder head lengthwise, diagonally and cross- 
wise as shown in Figure 13, Specifications for flatness 
are 0-006 in. (0-1 5mm.) maximum overall or 0-003 in. 
(0 076 mm.) in any six inches (152 4Q mm.), 

NOTE; if the cylinder head bottom face it not 
ttiitiin the flatness specification, it may ba 
skimmed provided the depth from the lower 
face of the -value teat insert to the cylinder head 
face after skimming is not lest than 0-1/7 in. 
(2-9? mm.). 

3. If the head has been skimmed, check to determine 
whether the head bolts will bottom. To do this, place the 
cylinder head, less gasket, on the block and install and 
finger tighten all the head bolts (rocker arm shaft sup- 
ports and washers should be used under the long bolts). 
Using a feeler gauge, check the clearance between the 



PAGE I 



CHAPTER 1 



,*± 






■ 



STRAIGHT 
EDGE 




FEELER 
GA LlGE 









Figure 13 
Measuring Cylinder Head Flatness 

underside of the head boits and the cylinder head 
rocker arm support. If the clearance is 0-Q10 in. (0-254 
mm.) or greater for any bole, use a 4 in. X 13 UMC-2A 
thread lap and increase the tap depth, The hLrad bolts 
should be marked so that they are reinstalled in the hole 
in which they were checked. 
IMPORTANT: 

Valve sent inserts of 10 in. (0-25 mm.) and 
0-020 in, (O'SOS mm.) oversize in diameter have 
been fitted to some cylinder head* in prodttc* 
lion. Heads having overshe inserts fitted are 
stamped with the fallowing identification mark- 
ing s 2l° and S §* Q on the exhaust manifold 
side of the cylinder head in line with the valve 
seat concerned* 

, The intake and exhaust valve pons in the cylinder head 
are equipped with removable valve seat inserts. Check 
the inserts for cracks, looseness^ or excessive wear, If 
any of these conditions exists remove the inserts and 
install new ones. 




5. To install a larger insert than originally fitted, 
machine the counter bore for the seat in the cylinder 
head to the following dimension shown in table 1. 

The insert must be thoroughly chilled in dry-ice before 
installation, 

6. Measure the width of the valve seats. Figure 14, and 
reface the seats If they do not meet the specifications 

shown in Figure 16. if' Jfrfr 

7. Measure the concentricity of the valve seat with a suit- 
able gauge., as shown in Figure 15, or with Prussian 
Slue. If the valve seat runout exceeds 002 in. (0-0508 
mm.) reface the seat. Refacing the valve seat should 
always be co-ordinated with refacing of the valve 
face so the finished seat will match the valve face 
and be centred. This h important so that the valve and 
seat will have a good compression-tight fit. Grind the 
valve scat to a true 44° 30' angle. Figure 16. Remove 
only enough stock to clean up the pits and grooves or to 
correct the valve seat runout. After the scat has been 
refacedj measure the seat width, Figure 14, to be sure It 












-■4 - 



E-* — 






■ 




Figure 14 
Measuring Valve Seat Width— Gasoline Engines 





Exhaust Valve Insert 


Intake Valve Seat Insert 


Insert Oversize 

• 


Counterbore Diameter 
in Cylinder Head 


Counterbore Diameter 
in Cylinder Head 


0010 in, (0 254 mm) 

020 in. (0-503 mm.) 
0030 in, (0 762 mm.) 


1 -607/1 60S in. (40-32/40 84 mm,) 
1-617/1-616 in, (41 07/4110 mm.) 
1627/1 628 in, (41-33/41-36 mm.) 


1-907/1 908 (43-44/4346 mm.) 
1 917/1-918 (43-69/43 72 mm,) 
1-927/1 92% {43-95/43-97 mm.) 



Table 1 



7/67 



© FORD MOTOR COMPANY LTD,, 1967 



PAGE 9 



PART ?- ENGINE SYSTEMS 



« 



TIG HUN 
PILOT 




Figure 15 

Checking Valve Sent Concentricity 



is to I he specification shown. Narrow (he se^h if ncces- 
siry, Jo bring it within limits. ]f the valve seat width 
exceeds i lie maximum Jim lis, remove enough stock from 
the lop edge and/ or the bottom edge oi the seai 10 
reduce The width to spceifi cations, Figure 16. Be sure 
that the refaccr grinding stone is properly dressed. 

& Use a 30 c angle grinding wheel to remove siocfc from 
the lOf) ol the seals (lowers the seats), and use flC° angle 
wheel tc remove stock from the bottom of the sc*is 
(raises the seats). The finished valve sen should contact 
ihc centre of the valve face. Using a relaccd Of new 
vilve. check the seal, using Prussian Blue, Kettle the 
valve with light pressure. 31 the blue is transferred to 
the middle oi the valve face, the contact is satisfactory. 
]| the blue is transferred to the top edge of the valve 
face, Iowct the seat. If die bli;c is irarisf erred to the 
bcit-cm edge of tne valve face* raise the valve seat. 
IMPCfUANi: 

Sttme pr*uiu* m tutn cyttirffor hentl* may hare one 
or mure 013 in, (Q-3&1 mm J overtime valve 
$uitlf «mr pnlce ijt£fflita*i< W7iFrr iJiri ttuirJ-tfJon 
Ap/iiitA, ifie t-Jtriauil rriftiitjot'l *itl«r uji flit cylin- 
der J* roil upj-Kwifc the valve concerned wilt he 
il«nij»Ni"i5"0r ™*. 

S, Measure the va've siem-io-guide clearance with a tele- 
scuping gauge and mieroinelerj as shown in Figure 37. 
If ilie valve sicm-io-guide clearance is not within 
flOGlG-CG045 in, (QCZH-C JH mm.) for the intake 
valve and OOG^COOiS in. (0-0508-C-J JS mm,} for 
ihc exhaust valve, or il excessive oil consumpiion is 



(Ccccc^ci !kck n_ - ■ »>* » ^ p < 

! 12.ea3~2.sfc m»i- ..■*.*■--., 



tee— ^ y 

X ^/'H vAivr seat 





VAIVE FACE IGUAL CN BOTH SIDES 
Cr SIAT AHER Gfi'KCENG 



Flgurt t€ 
Va;ve Seat Width 



indicated through the valve guidei ifleaed. Valves with 
cversjze stem* are available for service ]i k becomes 
ncccssaj} tc rcan 1 .-> valve guide to ir.as.1'. 3 valve w:-ih ar> 
oversize stem* use Valve Reaming Kit. No. S W 502. 
The kit contains the following reamer and pilot com- 
binations: a 0*003 in, (00762 mm.) oversize reamer 
Willi tr standard diameter pilot; a QC15 in, (C-5&1C 
mm,) oversfj&c reamer with a 003 in, (0-0762 mm, J 
oversize pilot; and s 00 JO in, (C a 76ZC mm.) oversize 
reamer and a C 015 It. (C- 38 30 mmO diameter pilot. 
NOTE? When going from n tttmdard valve *ten 
to an over six* aiunxyi use the reamer t it, 
teqttence, At way* re face the valve seat after 
reamtn% A vat re guide, 

VA1AES AJS1) PUSH RODS 

A, Inarirrlioii 

The critical inspection points and tolerance of the valves aie 
shown in Figure ]fi. Inspect the valve face and the edge of the 



ULfSCGPE 



MICROMETER 




Figure 17 
Measuring V&Lvft Guide 



PAGE tC 






CHAPTER 1 



. 



CHECK MAXIMUM 

VALVE FACE 

RUNOUT 



ssz 



— g 



1/32 In, (0.7937mm) 
MINIMUM 



S^= 



/ 45* 



30-45* 45 




CHECK FOR BENT STEM 
AND CORRECT DIAMETER 






Figure IB 
Critical Valve Tolerances 









valve heid tot pits, grooves, score*, or oihcr defects. Inspect the 
stem for a bent condition and the end of the stem for grooves or 






. 



NOT MORE THAN 
1/14 INCH 11 5B7mm| 




Figure 19 
Checking Valve Spring Squareness 



VA^VE FACE 45* 30" 




45* 30 
VALVE 



INTERFERENCE ANGLE ON INTAKE ANO 

EXHAUST VALVES^l DEGREE 



Figure 20 
Interference Angle on Valve Sent 



scores. Check the valve head for cracks, erosion, warpage, or 
being burned. Minor defects such as small pits or grooves, can 
be removed. Check the valve tip for pits or grooves and replace 
the valve if such a condition exists. Discard valves that are 
severely damaged. 

Discard any valve springs that show any signs of erosion or 
rust. Check each valve spring for squareness! is shown in 
Figure 19. Discard valve springs that are out of square in excess 
of 'Vie™- (1-5B73 mm.)* 

Check specified free length and loaded height of the valve 
springs. v7eak valve springs cause poor engine performance; 
therefore, if the pressure of any spring is below specification, 
install a new spring. 

Check, the valve sprang retainer locks to be sure they are in 
good condition. Rotate the exhaust valve positive rotator to be 
sure it is not binding or excessively worn. Install new rotators if 
necessary. 

Check the ends of the push rods for nicks, grooves, rough- 
ness or excessive wear. If the push rods were not straight when 
checked in step 12 of "Removal 1 *, or if any of the sbovc wear 
conditions exist, install new rods. Do not attempt to straighten 
push rods. 

B. Refacing Valve* 

The valve refacing operation should be closely co-ordinated 
with the valve seat refacing operation so the finished angle of 
the valve is 1° more than the valve seat to provide an inter- 
ference angle for better seating, Figure 20, Adjust the refacing 
tool to obtain a face angle of 45° 30* as shown in Figure 20. 

Remove only enough stock to clean up the pits and grooves. 
Check the edge of the valve head; if less than Vfo in< (07937 
nun.,) margin, install a new valve, Figure IS. 

Remove all grooves or score marks from the valve tip, then 
chamfer as necessary. Do not remove more than 0010 in. 
(0-25 4Q mm.) from the tip. 



70? 



© FORD MOTOR COMPANY LTD , 1«7 



PAGE 11 



ROCKER ARMS AND SHAFT 

A. DituiftArmtily 

To disassemble the rocker shaft asscmbl 
that attach the rocker shaft to the cylinder h i 
abaft supports* Figure 21. 



PART 1- ENGINE SYSTEMS 



p remove the bolts 
from the rocker 




J. Check the rocker arm and rocker shaft diameters. If 
the diameters are outside of specifications, page 61, in- 
stall a new part. If the shaft meets specineariortSj page 
61, clean it thoroughly in solvent Make sure the oil 
passages are dean of obstructions. 

C. Installation 

1. Coat the rocker arm shaft with engine oil prior to 
assembly. Lubricate the valve pads on all rocker arms. 

2. The rocker shaft has an identificaTion groove at one end 
of the shaft. Position the mark upward and use this end 
as the front of the shaft. Figure 21 . This puts the oil 
holes and grooves in the shaft facing down. 

3. Starr reassembly from the rear of the shaft by first 
positioning a rocker arm support with the notch on the 
support to the right of the shaft facing forward, 

4. Be sure the springs and spacers are in their correct 
position j as shown in Figure 21, then proceed with the 
assembly. 



CYLINDER HEAD 

A* Assembly 






•■ 



J CYL1NDEJI 



Figure Jrl 
Rocker Arm Shafla 



H. ln>|K»rEion 

t. Inspect the rocker arm adjusting sclews and the push 

rod ends of the rocker arras for prripped or worn 

threads, 
2, Qieck the hall end of the screws for licks, scratches; or 

excessive wear, 
J t Check the rocker arm locating springs and spacers for 

breaks or other damage, 
4, Inspect the pad end of the rocker Am for roughness, 

grooves, or excessive wear. If any o| the above Condi" 

lions exist, install new parts, 



1. Insert each valve in the guide bore from, which it was 
removed and lap it in position to give an even seat 
around the valve. On completion of this operation 
remove the valve and carefully clean the valve seat and 
seat insert of any lapping compound. 

2- Lubricate all moving parts with engine oil prior to in- 
stallation. Refer to Figures ]1 and 12 for reference to 
parts of the intake and exhaust valves. 

3. Insen each valve in the guide bore from which it was 
removed or to which it was fitted. Position a new valve 
seal over each intake valve and guide. 

4. Install the valve springs over the valve guides. 

5. On intake valves, compress the springs and spring re- 
tainer as shown in Figure 10 } and install the retainer 
locks. On exhaust valves, compress die spring and the 
valve rotator, Be sure to install the rotator onto the 
valve from which it was removed. 

6. On exhaust valves install a new sealing ring into the 
second groove from the top of the valve stem and install 
the retainer locks. 

7. On diesel engines, LP gas, and 4 -cylinder gasoline 
engines, install the thermostat (spring end towards head} 
and v:'U* outlet connections, Figure 9, to the front of 
t 1 ^ cylinder bead- Ute a new gasket 

NOTE: On 3 cylinder gasoline engine*, install 
the water outlet caver on the front of the cytin* 
tier head using a new tfaskrt. On LP gas engines 
the outlet cover with a new gasket will be injCaJ- 
led on the front of the intake manifold. 



PAGE tt 



i . 



CHAPTER 1 - 



8. If service it required on the thermostat or water outlet, 
refer to page 49, "COOLING S YSTEM ,f . 

B, Installation 

1, Place a new head gasket on the cylinder block, then 
carefully position the cylinder head on the gasket- Two 
dowels are incorporated on the top of the cylinder block 
at opposite comers to aid in positioning the cylinder 
head and gasket. 

NOTE: Current cylinder head* and blocks hove 
modified cooling porn which replace the origi* 
not ti f 31 fin. Both previous and current type 
blocks and heads are interchangeable* The 
original and modified cooling port* of a 3 cylin- 
der block are illustrated in Figure 22 A and ate 
similar on 4 cylinder engines. 

2. Lubricate the cylinder head bolt* and install them finger 



J. Install the valve push rod, with cupped end up, in the 
holes in the cylinder bead from which they were re- 
moved. Be sure the ball ends of the push rods are seated 
in the tippet sockets, 

4. Position the rocker shaft assembly on the cylinder head, 
the long cylinder head bolts and washers in the respec- 
tive holes. Refer to Figure 6 r Make sure that the bail 
ends of the rocker arm adjusting screws are seated in the 
cupped end of the push rods. 



INTAKf 1IPI 




V_r 



FRONT 

OF 
INGIN1 



EXHAUST II D I 



INTAKI flDI 




EXHAUST SIDE 




FRONT ORIGINAL CDOLWG PORTS 

ENGINE 




MODIFIED COOLING PORTS 






Ftgur* 22A 

Modified Cooling Porto 



Ftgur* 22 
Cylinder Head Tightening Sequtnct 



5. Tighten the cylinder head bolts In the proper sequence, 
as shown in Figure 22. Tighten the bolts progressively 
in three steps; First to 80 Ibt. ft (11-04 m*k,g,); then to 
90 lbs. ft. (1242 m-k.gO, and finally to 100 lb*, fa (13-8 
m.kg), pagc68. 

NOTE: The cylinder head bolts should be 
torqued only when the engine is cold. 

fi. Rotate the engine and set the preliminary valve lash, 
Figure 23, to the specified limns, page 59, 

7. Install a new seat washer in each injector bore in the 
cylinder head. Position new cork seals over the in- 
jectors. 

g. Install each injector into the cylinder bead and over the 
two studs, as shown in Figure 7. Install the nut on each 
stud and tighten progressively to the specified torque., 
page 68. 

9. Using new copper washer^ install the injector leak-off 
line, 

10. Install i new gasket and the Intake manifold onto the 
cylinder head. Secure the manifold with the bolts and 
lock washers and tighten the bolts to Che specified 
torque, page 68. 

1 1 . Attach the fuel filters to the manifold with two bolts and 
fiat washers, and connect the fuel lines. 

12. Connect die air intake hose to the intake manifold and 
secure with the clamp. 



7/»7 



FQRD MOTOR COMPANY LTD., 1961 



PAGE 13 



PART 1- ENGINE SYSTEMS 




Figure 23 
Adjusting Valve Laah 



NOTE; On gasoline models* attach the carhur6-> 
tor to the intake manifold, using a new gasket* 
and attach the vacuum advance tine to the: fitting 
on the intake manifold* Connect the fuel feed 
line. 
13. Connect the injector lines to ihe injection pump and to 
the injectors- Position the damps on the injector lines in 
the same position from which they wen removed. 



14. Reconnect cold start equipment where equipped. 

15. Position a new metal exhaust manifold gasket on die 
cylinder head and instill the exhaust manifold, u 
shown in Figure 6. Use new lock tabs and tighten the 
bolt* <o the specified torque, page 63, Bend the lock tabs 
to retain the holts. 

16. If the tractor is equipped with a horizontal exhaust 
systenij connect the exhaust pipe. 

17. Connect the hose to the water outlet and secure it with 
the clamp. On 3 -cylinder gasoline engines, install the 
thermostat (spring end towards manifold] and water 
outlet connection to the front of the intake manifold. 

IB. Fill the radiator with coolant, 

19. Install the battery tray support bolts and radiator shell 
support. Install the battery and connect the battery 
leads. 

20. On diesel engines, bleed the fuel system as outlined in 
Pan 2, "FUEL SYSTEMS", Start the engine and 
make a final valve tosh adjustment, page 59, 

NOTE; Do not make valve lath adjustment* 
when the engine it operating at above normal 
operating temperature. 

21. Install the rocker cover, using a new gasket and tighten 
t*e bolts to the specified torque, page 6S. Connect the 
ventilation tube. 

22- Install the air cleaner and related parts (gasoline engine). 

23, Install the hood panel assemblies and reconnect the 
wiring harness to the hood clips. Install the muffler 
(vertical exhaust). 



3. ENGINE FRONT COVER AND TIMING GEARS 



Engine front cover and timing gears service operation can be 
performed after removing the radiator and front axle. 

CRANKSHAFT PULLEY REMOVAL 

1. Remove the fan belt. Remove the bolt and washer from 
the crankshaft pulley t Figure 24 , using Fuller No. 518 
and Shaft Protector No. 625- 1* as shown in Figure 25. 
To use the puller for this purpose, 7 / lK in. X 14 UNC 
bolts have to be used and the slots in the puller 
enlarged. 

2. Check the pulley belt groove to be sure the surface is 
smooth and the flanges are not cracked or broken. 

3v Check the shaft spacer in the area that contacts the front 
oil seal to be sure it is free of scratches or grooves that 
may cause oil leakage past the seal. Clean the seal con- 
tact surface with solvent and polish with crocus cloth 
prior to installation. 

NOTE; On earlier production model* the crank- 
§haft pulley udi integral with the spacer which 



contact* the front oil job/. Where this type of 
pulley it encountered check the pulley shaft in 
the area that contact* the front oil seat to be 
sure it is free of tcratche* or grooves that may 
cause oil leakage past the seal. Clean the seal 
contact surface in solvent and polish with a 
crocus cloth prior to installation* 

FRONT COVER REMOVAL 

1. Drain the engine oil, and. remove the oil pan, 

2. Remove the front cover-to-front engine plate bolts, 
NOTE: On gasoline engines remove the fuel lift 
pump, push rod, and tine* and the governor 
cover* outer race and drive assembly. 

3. Remove the generator front mounting bracket bolt. 

4. Carefully pry the front cover of! of the dowel pins and 
remove it, 

5« Remove the oil slinger, 

6, Clean all the gasket material from the front cover and 
from the front engine plate. 



PAS€ 14 



CHAPTER 1 




Figure 24 
Crankshaft Pulley 



Figure 25 
Removing Crankshaft Pulley 









FRONT COVER CRANKSHAFT SEAL REMOVAL 

The from cover oil semi should be removed and i new seal 
installed every lime the from cover if removed 

1, Drive out the old oil set! and dust seal with a punch. Be 
careful not to damage [he cover 

2, Thoroughly clean the seal bore in the cover, 

3, Insert the dust seal in the seal bore before installing die 
oil seal. Goat the new oil seal with petroleum jelly and 
install the seal as shown in Figure 26* To install the 
seal, use Step Plate Ho, 650-16 and a driver handle. 
Drive the seal in until it is fully seated in the seal bore 
Check after installation to be sure the spring is properly 
positioned in the seal. 

< 1IKCKING TIMING GEAR BACKLASH 

L The timing gears are shown In Figure 27. The gears are 
correctly assembled when the timing marks on the gear 
teeth line up, as shown in the illustration, with the No. 1 
piston on T _D.C 

2. Check the backlash of the gears with a dial indicator or 
i feeler gauge, as shown in Figure 28. 

3. Check between the camshaft drive gear and camshaft 
gear as shown, and also between the injection pump 
gear (distributor drive geaT on LP and gasoline engines) 
and camshaft drive gear. Also check between the crank- 
shaft gear and camshaft drive gear. 

4. Check the backlash at four equidistant points on the 
gears. 



5. If the backlash is within specifications, page 60, the 
gears are suitable for reinstallation If not, install new 
gears. 






DIIVEI 



ENGINE 
FRONT 
OVER 




630-16 STEP PLATE 



Figure 26 
Installing Front Cover Oil Seel 









7/67 



FORD MOTOR COMPANY LTD.* 1167 



PAGE 15 



PART 1- ENGINE SYSTEMS — 



DlSIftlBUTOR 
OftlVE GEAR 
{INJECTION PUMP 

Dfll VE GEAR ON 





Figure ZT 
Timing Gears 



Figure 28 
Checking Timing Gear Backlash 



INJECT ION PUMP OR DISTRIBUTOR DRIVE GEAR 

A. Removal 

Turn the crankshaft until the camshaft gear is in the 
approximate timed position* Figure 29+ 

DIESEL 

Remove the three retaining bolts that retain the injec- 
tion pomp gear, Figure 29 (in line pump engines have 
three bolts and a triangular plate), io the pump adapter 
plate and remove the gear. 

GASOLINE 

Remove the governor outer race assembly! the governor 
driver assembly and remove the gear. (The drive gear 
retaining nut has Mr-hand thread.) 






B. 



Gleaning and Inspection 

1. Clean the gear in solvent, 

2. Inspect gear teeth for scores* nicks and the condition 
of the teeth contact pattern. 

3. Use a carborundum stone to remove minor gear teeth 
imperfection, If gear teeth wear or damage is severe 
install a new gear. 



C. Installation 

1. Retime the engine before installing the injection pump 
or distributor drive gear. To do this remove the cam- 
shaft drive geaij place No. 1 piston at top dead centre, 
and reinstall the camshaft drive gear in mesh and the 



timing marks aligned to the other gears as shown in 
Figures 27 and 29 > Tighten the camshaft drive gear 
adapter bolr to the specified torque, page 68. 
2. Install the new injection pump gear on the pump 
adapter plate^ with the timing mark aligned. 



FRONT 

ENGINE 
PLATE 




Figure 29 
Engine Front Cover Removed 






PAGE 1* 






CHAPTER 1 




Figure 30 
Camshaft Drive Gear 



driver and lighten the nut to the torque specified 
page 68, 
2. Install the govrmor outer race assembly. 






CAMSHAFT DRIVE GEAR AND ADAPTER 

A. Removal 

1. Remove the self-locking bolt that retains the camshaft 
drive gear and adapter ki the cylinder block, Figure 30, 

2. Remove ihc adapter and camshaft drive gear, as shown 
in Figure 31. 

B. Cleaning and In-ji* L diim 

1. Clean the gear and adapter in solvent, 

2. Inspect gear teeth for scores, nicks and the condition 
of the teeth contact pattern. Use a carborundum stone to 
remove minor gear teeth imperfcctiooi. If tooth wear 
or da mage is severe install a new gear. 

3. Check the adapter oil passage, Figure 32, to be sure that 
it is cleat. 

4* Inspect the camshpft drive geat bushing, Figure 32, for 
wear, nicks or burrs, and install & new geat if any of 
these conditions exist 

5. If excessive backlash, page 60 r cjti&icd in the gears when 
checked, install a new gear, 



3, Install the three bolts (and plate on the in lint pump 
engines) and tighten to the specified torque, page 68, 

GASOLINE 2 

1. Instill the geat with the liming mark aligned, governor 




Figure 31 
Removing C*mihaft Drive Gear Adapter 



C. Installation 

1, Install the gear and adapter in mesh with the timing 
marks aligned. 

2. Install the adapter self -locking bolt and tighten the boh 
to the sped Tied torque, page 6ft. Check the cod float 
as out lined on page 43, "Camshaft — Removal". 







BUSHING 






OIL 
PASSAGE 







Figure 32 
Camshaft Drive Gear and Adapter 



7/67 



FORD MOTOR COMPANY LTD., i«7 



PAGE 17 



PART 1-ENGINE SYSTEMS 







Figure 33 
Removing and Installing Crankshaft Gear 



CRANKSHAFT GEAR 

The crankshaft gear should only be removed if it shews 
signs of wear or chipping, 

A. Removal 

Remove the crankshaft gear with Crankshaft Gear 
Remover-Re placer, No. SW 501 with Insert SW 50 M, or 
Remover Ho. GPT 6040, as shown in Figure 33. 



B. Cleaning and Inspection 

1. Clean the gear in cleaning solvent. 

2. Inspect the gear teeth for scores, nicks and the condi- 
tion of the teeth wear pattern. 

3. Check the crankshaft kcyway to be sure it is in good 
condition. 

4. Check the kev r If there is any evidence of distortion o r 
chipping, use a new key when installing the gear, fnsta 

a new gear if any wear or damage is evident. 



PAGE i« 






*o 



CHAPTER 1 



C |n»lallaliim 

1. Drive the key into the kcyway until it is seated, 

2. rascal! the crankshaft gear with Crankshaft Gear 
Remover-Rep lacer No. SW 501 with Insert SW 501-1, 
or Replacer No. GT 6069, as shown in Figure 33. 

CAMSHAFT GEAR 

A. Rr/tnoval 

1. Remove the boh and Bat washer, as shown in 
Figure 29, 

2. Remove the camshaft gear from the end of the shaft. 
NOTE* On gasoline engines, an ec.centric t Figure 
28, u attached to the front of the camshaft gear. 
Removal and installation is the tame at an 
dietel engines. At the time of removal of the 
gear, the shaft should be inspected and a new 
one installed if any abnormal wear pattern, 
cracks or grooves arm found* 

B. Clean ing and I n spec t ion 

L Clean the gear in solvent. 

2. Inspect gear teeth for scores, nicks, and the condi- 
tion of the teeth wear partem. 

3 + Check the kcyway and key on the end of the camshaft. 
If the key is damaged in any way, install a new key 
before installing the gear. Use a carborundum stone to 
remove minor gear teeth imperfections. If tooth wear or 
damage is severe install t new gear, 

C. Installation 

1. Install the camshaft gear spacer. 

2. Install the key in the camshaft keyway . 

3. Install the camshaft gear, with timing marks aligned. 
Install the eccentric (LP and gasoline engines) or flat 
washer* lock washer, and boh, and tighten to the speci- 
fied torque, page 68. 

TIMING THE GEARS 

When removing and reinstalling any or all of the timing 
gears, be sure that the timing marks line up correctly, as shown 
in Figure 29. On all engines, the No. 1 piston must be at 
T.D.C. on the firing stroke, when the timing marks are aligned, 

On tractors equipped with power steering, the power steering 
pump drive gear does not require liming, 

FRONT COVER INSTALLATION 

I- Position a new gasket on the engine front adapter plate, 

2. Install the oil slinger dish out, Figure 29. 

3. Install the front cover, being sure the cover aligns with 
the dowel pins. 

4. Install the front cover-to-front engine plate bolts and 
tighten to the specified torque, page 68. 




ATTACHING 
BO L TS 



Figure 34 
Gasoline Engine Governor Housing 



5. On gasoline engines install the governor lever linkage, 
fuel pump push rod, furl pump, and fuel pump lines. 

6. Install the oil pan with new gasket and tighten bolts to 
the specified torque, page 68. 

7. Install the generator support front mounting bolt, 

8. Refill the crankcasc with the proper grade and quantity 
of oil. 

CRANKSHAFT PULLEY INSTALLATION 

1 . Lubricate the crankshaft pulley spacer, align the key- 
way in the spacer with the crankshaft keyway and slide 
it back as far as it will go. 

2. Lubricate the puBey hub and align the keyway in the 
pulley with the key in the end of the crank shah. Tap the 
pulley onto the crankshaft, 

NOTE: To install the- pulley with longer hub, 
lubricate the huh internally and externally align 
the keytcay in the pulley with the key in the 
end of the crankshaft. Tap the pulley onto the 
crankshaft* 

3. Install the flat washer and boh and tighten the bolt to 
the specified torque, page 68, 



GASOLINE ENGINE GOVERNOR AND DRIVE GEAR 

The gasoline engine governor is located inside the engine 
front cover, Figure 34, Linkage connects the throttle control, 
governor, and the carburetor together* All service work on the 



7*1 



© FORO MOTOR COMPANY UP., 1W7 



PAGE tf 



PART I- ENGINE SYSTEMS 




#, 



' 



GOVERNOR 
HOUSING 







A, Governor Removal 

L Disconnect the governor lever linkage, Figure 34. 

2. Remove the bolts and the governor housing from the 
engine front cover] Figure 34. Pry the governor housing 
from the engine front cover. Remove ind discard ihe 
old gasket. 

3. Remove the governor outer race, Figure 35. The 
governor bills are shown in position in the governor 
driver assembly Figure 36. 

4. Remove the distributor drive gear retaining nut (the nut 
has a left-hand Thread), and remove the driver 
assembly. 



DRIVE 
GEAR 






Figure 35 
Governor Hooting and Outer Race 



governor can be performed with the engine in the tractor, 
except removal of the drive gear. The engine front cover 
governor opening b not large enough to permit removal of the 
drive gear. 





ASSEMBLY 



Figure 36 
Govarnor Drive Assembly 



RETAIN 
NUT 

' DRIVER 
'ASSEMBLY^ 

Figure 37 
Engine Front Cower Romov#d— Gaaolin* Engine 



B» inspection 

1. Check the driver assembly and outer race for damage or 
wear. Instill new cues if necessary. 

2. Inspect the bushings and oil seal in the governor 
housing assembly for burrs or excessive wear, Replace 
the assembly if wear or damage is evident. 



Governor Installation 

L Install the drive* assembly. Install the retaining 
(left-hand thread), tod tighten to the specified torque, 
page 68, 

2, Install the governor outer race. 

3, Position a new gasket and align the dowel pins in 
housing with i he holes in the front cover. 

A. Install the bolts and tighten to the specified torque, 
page 68. 



PAGE BO 






CHAPTER 1 



D, Drive Gear Removal 

If it becomes necessary to install ■ new drive gear, Figure 37, 
remove the from cover as outlined on page 14, under "FRONT 
COVER REMOVAL", and repeat the procedure for removing 
the driver assembly. The drive gear is keyed to the distributor 
drive shaft and, at this point, can be removed 



*as 



E, Drive Gear Installation 

1, Position a new gear and install the driver assembly, 
shown in Figure 37. Install the retainer nut (left-hand 
thread) and tighten to the specified torque, page 68. 



4. OIL PAN SUMP 



2. Position a new gasket and install the engine from cover. 

3. Install the outer race, ai outlined under "Governor 
Installation". 

4. Install the governor cover and gasket, as outlined under 
"Governor Installation" 

5. Install the pulley spacer and crankshaft pulley, 

6. Install the fan belt and adjust the belt tension. 

7. For adjustments to the governor and carburetor refer to 
Part 2 "FUEL SYSTEMS*'. 



AND OIL PUMP 






OIL PAN SUMP 
A. Removal 

To remove the oil pan sump from an engine installed in a 
tractor. 
Ford 2000 and Ford 3000 Tractors 

L Drain the engine oil and remove die oil levd dip-stick 
Z. Remove the oil pan sump retaining bolts, Figure 38 } and 
remove the oil pan sump, 

Ford 4000 Tractor 

}. Drain the engine oil and temove the oil level dip-stick, 
2- Support the transmission on a jack, 

3. Remove the hood. 

4. Disconnect the radiator ihdl support, slacken the 
engine to front support bolts leaving the nuts flush or 
partly disengaged from the end of the bolts. 

5- Ease the front support and radiator assembly forward to 
allow the front sump bolts and sump to be removed 

Ford 5000 Tractor 

The sump on a Ford 5000 tractor can be removed by re- 
placing the cylinder block to front support bolts one at a 
time with 8 inch long bolts, similar to those used to secure 
the front end weights. The purpose of these bolts is to allow 
with safety the front support and radiator assembly to be 
eased forward about li in. permitting the removal of the 
tump front bolts. 

L Drain the engine oil, and remove the dip-stick* 
2. Support the tractor under the transmission with a jack, 
and the front support and radiator assembly with a hoist 
of crane, 
3* Remove the hood, 
4- Disconnect the radiator shell support. 

5. Disconnect steering linkage to enable the front axle to 
be moved away. 

6. Remove the front and rear axle support pins and roll the 
front axle away, 

7« Move the front axle support and radiator assembly 
forward to allow the front sump bolts and sump to be 
removed. 










OIL PAN 
SUMP 









■* 






Figure 31 
3-Cyli rider logins Oil Pan (Sump) 

NOTE: Dim io ike weight of the oil pan lump, 
care i* to be token tchen removing it* 
Using the above method on Ford 5000 tractors it is not 
necessary to disconnect the radiator hoses, power steering, and 
cooler tubes where installed. 






B. 






: and Inspection 

1. Scrape any dirt or metal particles from the inside of the 
oil pan sump, 

2. Scrape all gasket material from the gasket surface, 

1. Wash the oil pan sump in a solvent and dry thoroughly, 

4. Check the pan for cracks, holes, damaged drain plug 
threads, or a nicked or warped gasket surface. 

5. Repair any damage, or install a new pan if repairs can- 
not be made. 



7/67 



© FORD MOTOR COMPANY LTD.. 1067 



PAGE S1 



PART 1- ENGINE SYSTEMS 



C Inptlallntion 

To install the oil pan sump to an engine assembled In a 
tractor reverse the disassembly procedure on page 2 1 paying 
attention to the following points : 

1 . Be sure that the gasket surfaces on the oil pan ind block 
arc dean. 

2. Position the gasket on the cylinder block and apply a 
thin film of gasket sealer on the gasket, front cover, and 
the oil pan. 

3. Hold the oil pan in place against the block and install a 
bolt finger tight at each comer of the oil pan. 
NOTEj When a cast oil pan is installed^ align the 
machined surface on the rear of the oil pan with 
the rear turf ace of the engine* 

4. Install the remaining bolts and tighten the rear bohs 
first and then tighten from the middle outward in each 
direction to the specified torque, page 68. 

NOTE; On tractors equipped with ^cylinder 
engine M, assemble the front of the tractor to the 
engine, install the two oil pan-to-tran»mU*ion 
case attaching holts. Refer to Fort "IS" of this 
manual* 

5. Install the oil level dip-stick, tighten the drain plug* and 
fill the cranhcasc with the proper grade and quantity of 
engine oi I . 

6. Operate the engine and check for oil leaks. 



OIL PUMP 

A. Removal 

1. Remove the oil pan sump,, ai outlined under "Oil Fan 
Sump Removal". 

2. Remove the oil pump retaining bolts* Figure 39, and 
remove the oil pump and gasket. When the oil pump is 
removed, the intermediate shaft is loose and should be 
removed* 

3. Remove the engine oil filter* and oil drain shield when 
installed to gain access to the oil pump drive gear and 
shaft cover. Figure 42. Remove the cover and extract 
the drive gear and shaft. 

4* The addition of the drain shield has resulted in an 
increase in the depth of the oil pump gear stop sealing 
•urface, Figure 42A, Because of this change, a 
current shorter Oil Pump Stop must be used with the 
current block. If the previous longer stop is used with 
the current block, interference will exist between the 
atop and the oil pump drive gear. Such interference will 
cause oil pump failure. 

B. Diantaemhly 

1. Remove the oil pump screen spring and pump screen, 
Figure 39, 




Figure 39 
Oil Pump 



2. Remove the four cap screws and remove the screen 
cover and pump cover, Figure 40. Remove the rotor and 
shaft assembly, 

3. Remove retaining screw and washer on 3 -cylinder 
models. 

4. Low: a self-tapping screw of the correct sire into 
the hole in the relief valve plug and pull the plug our of 
the chamber. Remove the spring and relief valve, 
Figure 40. 

C. Cleaning and Inapeelion 

1. Wash all parts In solvent and dry thoroughly. Use a 
brush to clean the inside of the pump housing and the 
pressure relief valve chamber, Be sure all dirt and metal 
chips arc removed. 

2, Check the inside of the pump housing and the rotor and 
shaft assembly for excessive wear, 

3* Check the inside face of the pump cover for wear or 
score marks. If these conditions exist, install a new 
cover 

4. With the rotor and shaft assembly instated in the pump 
body, place a straight edge over the rotor and shaft 
assembly and the pump body. Measure the clearance 
between the straight edge and the inner rotor and shaft 
assembly and between the straight edge and the outer 
rotor, Figure 41. If the measurement is not within 
specifications, see page 66, install a new rotor assembly. 
NOTE: The shaft and rotor* are serviced only 
as an assembly. 

5. Measure the rotor-to-housing clearance by inserting 
feeler blades between the rotor and the housing. Take 
the measurements it four places, 90* apart. If the 



PAGE 22 






CHAPTER 1 




RETAINING 

| BOLTi 



PUMP 
MOUSING 



SCREEN 
SPRING 



PUMP COVER 




«f 



RETAINER SCREW 

AND WASHER 




BELIEF VALVE 
ASSEMBLY 






PUMP 
SCREEN 



SCREEN 
COVER 



INNER ROTOR 
AND SHAFT ASSEMBLY 




GASKET 

INTERMEDIATE 
SHAFT 




STOP 





DRIVE GEAR 

AND SHAFT 



m 




Figure 40 
Oil Pump Ditii**ffibled 



measurements arc not within specifications, page 66, 
instill a new rotor assembly. Remeasure clearances with 
the new rotor assembly in the pump body. If the 
measurements are still not within specifications install * 
new pump body. 

Check the relief vilve spring tension, If the spring 
tension is not within spec [ficat ions, page 66; install a 
new spring. 




FtgurattA 
R«i(«t Valv* 



7. Check the relief valve for leort marks and be sure it 
is free to more within the bore; the valve should 
have two flats on each side at the location shown in 
Figure 4QA. 

8. Check the oil pump drive gear for worn or broken teeth. 
If any of the* conditions t*m install a new drive 
gear and shaft assembly. 

9. Check the intermediate drive shaft to be sure the 
hexagon Socket ends are not excessively worn. 

D. Aaaeubly 

The oil pump assembly is shown in Figure 40. 
1* Oil ail the parts thoroughly. 
2. Install the oil pressure relief valve piston and spring, 

and drive in a new plug, 
3+ Install the retaining screw and washer on 3-cylinder 

models. 

4. Install the rotor and shaft and outer race into The pump 
body. The rotor and shaft assembly and outer rice are 
serviced as an assembly. One part should not be 
replaced without replacing the other. 

5. Install The pump cover and screen cover Together and 
tighten the four cap screws to the specified torque, page 
68. 

6. Install the screen assembly and secure it with the 
screen spring. 

E» tnataUatiun 

I. Prime the pump by filling the inlet port with dean 
engine oil. Rotate the pump shaft to distribute oil 
within the pump body. 



7/B7 



£ FORD MOTOR COMPANY LTD.. i«T 



PAGE 23 



PART t- ENGINE SYSTEMS 







STOP 



PUMP BODY 
TO ROTOR 



Figure 41 
Checking Oil Pump Clearance 



2. Place the intermediate shaft on the rotor shaft and 
using a new gasket install the oil pump assembly on the 
cylinder block, Figure 39. Install the two mounting 
bolts and Jock washers and tighten to the specified 
torque, page 68, 

3. Install the pump drive gear and shaft, Figure 42, 
Install u new gear stop gasket and install the gear stop. 
Install the drain shield 

4. Install a new oil filter adapter if the adapter threads are 
damaged. Install a new oil filter cover gasket and the 
oil filter assembtv. 







Figure 42 
Removing Oil Pump Drive Gear 

5. Install the oil pan sump at outlined on page 22 : under 
*'Oil Pan Sump Instillation". 

Engine Oil Filters : Refer to Pan 17 of tins manual for 
service information on the engine oil filters. 



SHIELD 

MOUNTING 

BOSSES 




0,98 in. 




(PREVIOUS) 



T 



0J6 ir*. 



1 




(CURRENT) 



COUNTER BORE 
DEPTH 

(PREVIOUS BLOCK) 0,0*0 in. 
{CURRENT BLOCK) 0. 1HHr». 



Figure 42A 
ON Pomp Slop and Counterbore Depth 



PAGE 24 






CHAPTER 1 



S. CONNECTING RODS, BEARINGS, PISTONS, RINGS, AND CYLINDER BLOCK 



PISTON AND CONNECTING ROD ASSEMBLY 
A* Removal 

1. Remove the cylinder head assembly as outlined oo page 
6, "Cylinder Head Removal 1 ". 

2. Remove the oil pan sump and oil pump assembly as 
outlined on page 21, M Oil Pan Sump Removal" and 
page 2 2, "Oil Pump Removal". 

NOTE; On 4-cylinder di**el enginat, remove tha 
balancer, 

3. If necessary, remove the ridge from the top of each 
cylinder with a cylinder ridge reamer or a hand scraper, 
Figure 43, (Ridge removal is noc necessary when rebor- 
ing or if the old pistons are not to be used. However t it 
may be necessary to remove a ridge in order to remove 
an old piston). When removing the cylinder ridge do not 
cut down into the ring travel more than %% in* (0-793 
mm,). It is possible to cut so deeply ntto the cylinder 
wall and so far down into the ring travel that reboring, 
or the installation of a new engine block is necessary. Do 
not attempt to remove and reuse a piston from a cylin- 
der with an excessive ridge. Forcing the piston past the 
ridge may break the lands on the piston or the rings, 

4. Remove the nuts from the connecting rod bearing cap 
holts of the piston that as at the bottom of its stroke. 
Remove the rod bearing cap and liner, Figure 44* from 
the rod. Push the piston and rod assembly away from 









It 



the crank pin and remove the bearing liner from the rod- 
Push the rod and piston assembly out of the top of the 
cylinder, using the handle end of a hammer. Be careful 
noj to scratch the crank pin or the cylinder; Turn the 
crankshaft to bring each piston to the bottom of its 
stroke and repeat this procedure. Keep the bearing caps 
and liners with their respective connecting rods. 

Remove the piston rings from the pistons with a piston 
ring expander or other suitable means, as shown in 
Figure 45. 



Diaasaemlily 
1, Remove the piston pin snap Ting (circlip) from each side 

of the piston and remove the pin. 
2* Identify each piston to be sure it will be reassembled 

onto the rod from which it was removed, 

C. Cleaning 

Clean the piston ring grooves wiiii a piston ring groove 
cleaner. Figure 46. Be careful not to scratch or remove metal 
from the groove sides. Place the piston assembly in liquid 
cleaner, if available, to soften carbon and fead depom*. Clean 
the rod bore and the back of the connecting rod bearing liners 
thoroughly. Dry the pans with compressed air. Do not use a 
wire brush. 










Figure 43 

Removing Cylinder Ridge 



Figure 44 
Removing Connecting Rod Bearing Cap 






7/67 



FORD MOTOR COMPANY LTD., 1WJ7 



PAGE 26 



PART 1- ENGINE SYSTEMS 



PISTON RING 
EXfANDER J 







Figure 45 
Removing Piston Ring With Ring Expand*! 



D» Inspection 

( lotineeting Rode j 

1. Inspect the connecting rods for signs of damage and the 
bearing bores for out-of-round and taper. If the bore 
exceeds the recommended limits or is damaged, a new 
connecting rod should be installed. 




Figure 46 
Cleaning Plato n Ring Grooves 

2. Check the connecting rod nuts and bolts. Any part that 
shows signs of wear or damage should be replaced. 
Always use new connecting rod bearing cap nuts. 

3. Check piston pin bushings for wear or damage. Measure 
outside diameter of piston pin and inside diameter of 
piston pin bushing. If bushing is damaged, or if the 
measurements indicate that a clearance between the 
bushing and the pin is not between 0005-0 0007 Id, 
(0 0127-00 177 B cam.) the buahings must be removed. 
NOTE: tf a neu> piston pin bunking jf ijitfct/Jctf, 
it must be reamed to provide the clearance 
lifted above,. 

4. A shiny surface on the put boss side of the piston will 
usually indicate that a connecting rod is bent Abnormal 
connecting rod bearing wear is also an indication of bent 



I; 







CRATERS OR FOCKEIS 




_ OVtHUkY WORN OUT 




RAD*I 14D£ 



SCRATCHES 




^7 

DIRT *i SEARING 




SCRATCHES 



IMBEDDED DIRT 







FATIGUE FAILURE 



RADH RIDE 



- 

Figure 41 
Typical Defective Bearing 




SCRATCHES 



PAGE M 



CHAPTER 1 



connecting rods. Twisted connecting rods will not 
create an easily identifiable wear pattern, but badly 
iwisicd rods will disturb the action of the entire piston 
assembly. Refer to "Connecting Rod Alignment". 



Gonnecling Rod Bearing n : 

1. If the bearing liners are scored, have the flash overlay 
wiped out, show fatigue failure, of arc badly scratched, 
as shown in Figure 47, install new bearing liners. 

2, If the bearing liner* appear To be serviceable, keep with 
their respective rods for reassembly in the engine. If the 
clearance exceeds the specified limits, page 62, new 
bearings must be installed, Undersize connecting rod 
bearings are available in 0QQ2 in, (0-05GS mm.), 0-010 
in, (0-254 mm), 04)20 in. (0 508 mm.), 0030 in. (0-762 
mm.) and 0-040 in. (1-016 mm.) for service. If new 
bearing! are required, follow the procedure covered on 
page 43. 



Pistons i 

1 + Inspect pistons for damage at the ring lands, skirts, and 
pin bosses. Check for separation of the top ring insert 
from the piston. Check for wear in the ring lands by 
using a new ring and a feeler gauge, as shown in Figure 
4ft. The rings should hive the clearances as specified 
on page 65. 

2. If the pistons have excessive skirt clearance, wavy ring 
lands, fractures, or damage from detonation, install new 
pistons. 

3. Piston pins having wear or damage should be discarded 
and new ones installed. Always use new piston pin snap 
rings (circlipa). 




Figura 4fl 
Chocking Ring Sid* Clearance 



2. Clean the connecting rod bote and make sure there are 
no bum or scratches in the bore. Press a new bushing 
into the connecting rod, using the same bushing tool 
that was used for removal. 

3. Using the hole in the top of the connecting rod as a 
guide, drill a { ; - a - > 350 mm.} diameter hole in the 
bushing] Figure 5 1. 

4. Using an expansion reamer, ream the bushing in the 
connecting rod to obtain the specified buthing-to-piston 
pin clearance, page 64. A spiral expansion reamer is 
recommended. 



Connecting Rod Alignment : 

1. Place each connecting rod in an alignment fixture, is 
shown in Figure 49. 

2. If the connecting rod is twisted more than 0-0120 in. 
(0*3048 mm.) or bent more than 0*0040 in. (0-1016 
mm.) install a new rod. 



E. Repair 

Connecting Rod Bush ins; r 

1 . Remove the connecting rod bushing from the connect- 
ing rod with Driving Mandrel No. 815* Adapter No, 
T-809, tad an arbor press, Figure 50. 



Fitting Pistons i 

1. Pistons are available in both standard and oversbes to 
fit all engines. New pistons should be installed if the 
clearance exceeds the specified Limits, page 64. 

2. The cylinder bores must be checked for taper and out- 
of-round before fitting a piston, as outlined on page 33, 
under "Cylinder Block Inspection 1 *. 

3. Before installing a piston and new rings in a used block, 
remove the high polish on the cylinder wall to aid ring 
seating. This is done by passing a hone lightly through 
the cylinder bore a few times. Do not hone more than 
enough to rough up the polish. After honing, bores 
should be washed with hot water and detergent, then 
rinsed in cold water and dried thoroughly. The bores 
should then be oiled to prevent rusting. 



7/67 



© FORD MOTOR COMPANY LTD r 1»7 



PAGE 27 



PART 1— ENGINE SYSTEMS 




Figure 49 
Connecting Rod Alignment 









4, Using a bore gauge (or inside micrometer) check and 
record the cylinder bore diameter in a crosswise direc- 
tion as shown in Figure 52, 

5. With an outside micrometer, check and record rhe (C W W 
diameter of the piston to be fitted, Figure 52A, 

6, Subtract the piston diameter from the bore diameter, 
The resultant figure should be within, the clearance 
specification given on page 64, 

7. If the resultant figure is greater than the clearance given 
in the specification^ page 64, try another piston. If 
none can be fined rebcre the cylinder to the next over- 
size. If the clearance is less than specified, hone the bore 
until the desired clearance is obtained, 
NOTE; Dimen sion^W" it not the point of largest 
diameter of the piston, but it it the datum from 
which bore clearance* are calculated. 
The combustion chambers of Ford 2000 diescl pbtons 
have been mod hied to increase the compression of the 



engine to 17-5-L Because of the modification to these 
pi&tons, they should be installed only in sets in engines 
prior to engine date code E246 if proper operation and 
balance of the engine is to be maintained. 

Fitting Piston Rings : 

1. Before installing new rings on a piston, the rings should 
be checked for proper ring gap. Bach ring should be 
fitted and checked in the cylinder in which it is going to 
be used, and marked accordingly after the cylinders 
have been checked and reconditioned as required. Push 
the ring down into the cylinder bore to the lower un- 
worn portion of the cylinder, using rhe head of a piston 
so that the ring is square with the cylinder walL 

NOTE: When positioning the piston ring inside 

the cylinder for checking ring gap, be very care- 
ful not to damage the ring or the cylinder bore. 



PAGE2B 






CHAPTER 1 




Figure SO 
Removing and Installing Connecting Rod Buttling 



Figure S2 
Cylinder Bora Grading Depth 



2* Check the gap between the ends of the ring with a feeler 
gauge. Figure 54. The ring gap should be as specified on 
page 65, U is import am that all rings have at least the 
minimum gap clearance to provide for the expansion 




Figure SI 

Drilling Connecting Rod Bushing 



that mif occur when the engine wanna up to operating 
temperature; otherwise, the ring ends may butt together 
tad cause scuffing, scoring, or ring breakage; 



DIMENSION 
W 










Figure 52 A 
Platen Grading Diameter 



7/ft7 



© FORD MOTOR COMPANY LTD . 1»7 



PAGE 29 



PART 1- ENGINE SYSTEMS 




TOP COMPRESSION RING 



TOP IDENTIFICATION MARK 





INTERMEDIATE 
COMPRESSION. 
RING \ 




GASOLINE 



OIL CONTROL ' 
RING 

HUMP-TYPE EXPANDER 

DIESEL 

Figure S3 
Fitting Piston Ring* 



3. New rings should also be checked far side clearance in 
the grooves of the piston on which they arc to be in- 
stalled. This is done as outlined on page 27 h under 
"Pistons", 

Installing Piston Rings : 

NOTl: When installing the piiton rings, it is 
recommended that a piston ring expander be 
used as shown in Figure 45. ThU tool trill pre- 
vent over'** pan s ion of the ring* and will expand 
the ring, to a true circle to avoid distortion* The 
ring* supplied in Service Ring Kite differ from 
the standard iih rings used in production. 
Because of the difference* the following points 
should be noted when installing new sett of 
ringt, whether they be standard or anersixe* 
L.P. and gasoline piston rings are assembled 
in thm same manner am diesei piston rings* ex- 
cept that the 2nd compression ring on a L,P* 
and gasoline piston it to be assembled in a 
simitar manner to the 3rd compression ring on 
a dietei piston. Always begin the assembly from 
the oil ring groove. 

1. Diesel Production Piston Ring Sel — comprise*: 

3 Compression Rings 

1 Oil Control Ring 

1 Oil Control Ring Expander {Slotted) 

Top Compression Ring 

Bright chrome finish, non-stepped. May be assembled 
either side upwards, Figure 53- 

2nd Compression Ring 

Bright chrome finish, step on inside diameter. Assemble 
with step facing upwards. 



3rd Compression Ring 

Dull black finish, itep on inside diameter. Assemble with 
step facing upwards — no expander behind ring, Figure 53. 

Oil Control Ring 

Install either way upwards with slotted expander behind 
ring. Figure 53. 

2, Service iype Set com prisma I 

3 Compression Rings 

1 OU Control Ring 

1 No. 3 Compression Ring Expander (Non-slotted) 

1 OU Control Ring Expander (Slotted) 

Top Compression Ring 

Bright chrome finish, chamfer on inside diameter. 
Assemble with chamfer facing upwards. 

2nt> Compression Ring 

Bright chrome finish, step on inside diameter, Assemble 
with step facing upwards. 

3ro Compression Ring 

Dull black finish* step on outside diameter, facing down- 
wards and non-slotted expander behind ring. 

Oil Control Ring 

Install either way upwards with slotted expander behind 
ring, 

3. Space the rings on the piston as follow! : 
Hump- type Expander — 

Position gap in Line with piston dome Identification mark, 
Figure 56, 




Flour* 54 

Checking Piiton Ring Gap 



PACE SO 






CHAPTER 1 




Figura 
Platon «nd Connecting Rod Ass&mbly 



Oil Control Ring 

Position gap 90° from pision dome identification mark, 
Lower Compression Ring — 

Position gap ISO" from oil control ring gap. 
Remaining Compression Ring! — 

Position gap 120° interval* from lower compression ring . 



Piston Ajwembly : 

1* Lubricate ill parts generously with engine nil during 
assembly. All parts of the piston and connecting rod 
assembly arc shown in Figure 5-> t for both the LP and 
gasoline and diesel engines. Use the illustration for 
reference during assembly. 



707 



© FORD MOTOR COMPANY LTD.. 1»I7 



PAGE 3T 



PART 1-ENGINE SYSTEMS 



2, Assemble the piston to die connecting rod with the 
notch on the piston crown and the pip on the connect- 
ing rod in line as shown in Figure 56, If a new piston is 
used the connecting rod piston pin bushing may have to 
be reamed or replaced to provide the specified pin-to- 
bushing clearance (when properly fitted the pin should 
rotate snugly in both the rod and piston). Before in- 
stalling the piston in the block be sure the piston pin 
retainers are futly seated in the piston grooves. 



- 

NOTCH OR 
NUMSEt ON 

PISTON 



HAMMER 

HANDLE 



ii 



CONNECTING 
(tO& AND CAP 
NUMBERS 
I 



. 




NOTCH TO THE 

FRONT OF 

ENGINE 



Figure 56 

Correct Position of Pislon in Relation to Connecting Red 



F. lmlailfllian 

l.Turn the crankshaft to position the No I aankpin at 
the bottom of its stroke, 

2. Liberally lubricate the No, 1 piston with engine oil. 
Compress the rings with a Piston Ring Compressor as 
shown in Figure 57. Install the bearing liner in the 
connecting rod. 

3. Position the piston and rod assembly in the cylinder 
block with the identification mark on the piston facing 
the front of the engine. 




Figure ST 
Installing Platen and Connecting Rod Assembly 



4+ Tap the piston into the cylinder bore with the handle 
end of a hammer. Figure 57, lujti! the connecting rod 
bearing liner is seated on the crinkpin. Be careful not to 
damage the cylinder wall or the bearing journal with 
the connecting rod or rod bolrt. 




Figure 58 
Measuring Cylinder Bore 



PAGE » 



CHAPTER 1 



5. Having ensured correct liner clearance, refer to page 
43 "Fitting Main and Connecting Rod Bearings' 1 . 
Lubricate the crankpin and liners add iosta U the bearing 
cap on the rod, with the number on the cap on the same 
side as the number on the rod- Install new nut* and 
tighten to the specified torque, page 68, 

6. Install the remaining pistons and rods in the same 
manner, each time chef king the bearing clearance. 

7. Install the oil pump and the oil pan sump as outlined on 
page 23, "Oil Pump Installation", and page 22. 

*'Oil Pan Sump Installation*', Install the balancer on 
4-cyiindcr engines as outlined on page 36. 

9. Install the cylinder head as outlined on page 15, 
"Cylinder Head Installation". 

9. Fill the crank case with oil and the radiator with coolant, 
10 Start the engine and check for leaks. 



CYLINDER BLOCK 

The following is the procedure for inspection and repair of 
the cylinder block, 

A* Inspection 

1. Inspect the core piugs for evidence of rust. If rust is 
present this indicates leakage and new plugs should be 
installed. Remove the defective plugs. Apply scaler to 
the new plugs and install them securcly. 

2. Inspect or measure the cylinder bores for waviness, 
scratches, scuffing, out-of-round, wear, and taper. A 
wavy cylinder wall has a series of parallel lines or rings 
worn around the cylinder, generally found at the top or 
bottom of the piston ring travel. These irregularities 
and scratches, although in most cases too small to be 
measured with the naked eye 5 usually can be felt by 
running a finger over the cylinder surface. A scuffed 
cylinder can be identified by discoloured areas. The 
colour varies from a light straw-to-dark blue, depend- 
ing on the severity of the scuffing. Out-of -roundness, 
wear, and taper can be detected with a cylinder bore 
gauge using the procedures given in step 3, see Figure 
SB. 

3. Record the measurements taken lengthwise and cross- 
wise at the top and bottom of the piston travel as 
follows: 

*♦ Lengthwise of the block, measure and record as "A" 
the diameter of the cylinder at the area of greatest 
ring wear near the top of the cylinder. 

b. Also lengthwise of the block, measure and record as 
"B" the cylinder diameter at the bottom of piston 
skirt travel , 

c. Crosswise of the block, measure and record as "C" 
the diameter at the top of the cylinder in the same 
area as measurement "A", the greatest wear point. 



d. Measure and record is "D™ the diameter at the 
bottom of the piston skin travel and crosswise of the 
block, 
*. Reading "A'* compared to reading "B" and reading 
"C" compared to reading "D" indicates cylinder 
taper, 
/. Reading "A" compared to reading M C" and reading 
"B" compared to reading ,f D" indicates whether the 
cylinder is out-of-round. 
The specified limits for the measurements listed above are 
given on page 59. 

If the cylinder taper, out -of -roundness or wear (piston- 
to-bore clearance) are above the maximum specification, the 
cylinders should be honed or bored to fit the next oversize 
piston. Check the flatness of the cylinder block gasket surfaces 
and the depth of the cylinder head bolts hole taps. 

B» Repair 

If the cylinder walls have only miner surface imperfection* 
and the out-of-round arid taper h within limits, page 59, it may 
be possible to remove the imperfections by honing the cylinder 
walls and installing new piston rings, provided the piston 
clearance is within limits. 

Cylinder walls that arc severely marked or worn beyond the 
specified limits should be bored .Manufacturer's recommenda- 
tions on the use of boring equipment should be followed and the 
work should be performed by experienced personnel. 

The exact finished bore size can be determined^ by measur- 
ing the diameter of the piston it right-angles to the piston pin 
axis (Dimension W — Figure 52A) then add to this dimension 
the appropriate piston clearance as shown in specification on 
page 64, 

Bore the cylinder with the most wear first to determine the 
proper oversize. Oversize pistons are available in 0-004 in. 
(01016 mm.), 0020 in. (0 508 mm.), 030 in. (0762 mm.) 
and 0-040 in, (1-015 mm.) oversize. Bores into which 0-004 in. 
(01026 mm.) pistons will be installed need only be honed, 
All honing should be accomplished with a rigid hone using a 
grit size of 1 50-220, When boring a cylinder leave approxi- 
mately 0002-0003 in. (0 051-0^077 mm.) stock for honing. 
After the final operation and prior to installing the piston, 
thoroughly wash the cylinder walls with hoc water mad 
detergent to remove all abrasive pan idea, and carefully dry the 
walls. Coat the walls with engine oil after drying to prevent 
rusting. Identify ihc piston to correspond to the cylinders to 
which they are to be installed. Thoroughly clean the entire 
block to remove all panicles from the bearing bores, oil pas- 
sages: cylinder head bolt holes, etc. 



7/fT 



FORD MOTOR COMPANY LTO. 



PAGE 33 



PART 1- ENGINE SYSTEMS 



6, BALANCER, MAIN BEARINGS, FLYWHEEL, AND CRANKSHAFT 



The main bearing! tad balancer can be overhauled with the 
engine in the tractor. To remove the flywheel, the engine must 
be removed from the tractor or the tractor separated between 
the engine and the transmission, as outlined in Part 15, 
"SEPARATING THE TRACTOR", The engine must be 
removed from The tractor before the crankshaft can be removed. 



BALANCER 

The Ford 5000 4-cyHnder engine* arc equipped with a 
dynamic balancer to minimize engine vibration. The balancer 
is attached to the cylinder block with four bolts. The balancer 
is lubricated by oil from the engine oil pressure system, 

A. Rfinoval 

L Remove the oil pan sump, as previously outlined, on 
page21, 

2. Cheek the backlash between the crankshaft gear and the 
balancer drive gear, using the procedure given in step 
3, page 36. If the backlash is not within specifica- 
tions, page 63 , install new balancer gears, 

3. Remove the four bolts attaching the balancer to the 
cylinder block and remove the balancer. 




Figure SI 

Chicking Balancar Bachlaah 



2-50 



4 00 — — 




T r 



I INCH DIAMETER 



^_±3^ 





;oj 



ZN 



-cat 



^-r- 



^J_ 



or 



L-S~ 




Figure W 
Balancer Support Hot* 



B» Diaasa*ttiljlj and Inspection 

1. Check the balancer gears for wear, cracks, or looseness 
on the shafts. 

2. Check the gear backlash with a feeler gauge or a dial 
indicator, The gear backlash must be within the speci- 
fied limits, page 63, 

3. Check the balancer support for cracks or damage. 

4. Drive out the pins in the balancer shaft, Figure 61 

5* Remove the shafts, balancer gears, and thrust washers, 
Figure 62, from the balancer support. 



TIMING MARKS 




FiguraH 
Balancer Timing Marfca and Roll Pina 



PAGE 34 



CHAPTER 1 



• 



j&J 



HOUSING 



GASKET 



THRUST 
WASHERS 




DRIVEN 
G£AR 




DRIVE 
GEAR 



Figure €2 
Balancer DJaasatmblad 



THRUST 
WASHERS 




PLUGS 



tZ. Repair 

1. Check the shifts for wear and be sure the lubrication 
holes are free of abstractions , 

2, Using micrometers, measure the outside diameter of the 
shafts end the inside diameter of die bushings, Figure 
63. If shaft- to- bushing clearance, or shaft diameter, 
exceeds the specincatioas, page 63, install a new shaft 
or ■ new gear, and recheck shift -to-bushing clearance, 



D. Aaseaihlr 

L Petition the two balancer gears into the housing, Be 
sure the gears are in ihe position shown in Figure $1, 
with the timing marks aligned, The timing marks 
should be facing the roll pin end of the balancer 
bousing, 

2. Position new Thrust washers at each end of each gear 
and insert the shafts, 

3. Drive the two pins, Figure 61 , through the housing and 
shafts to secure the shafts. 

4. Check the backlash between the two gears using a dial 
indicator (clock gauge) on the tooth of one gear while 
holding the other gear firmly. Move the gear on which 
the point of the Indicator rests backwards and forwards 
noting the indicator reading. This should be done in 
four positions at 90° intervals around the gear. If back- 
lash cannot be obtained or exceeds the specification 



page 63, either one of the gears or both arc to be 
changed and the procedure repeated. 



BUSHING 










Figure 63 
Balancar G*ar Bushing 



7^7 



FORD MOTOR COMPANY LTD., 1WJ7 



PAGE 35 



PART 1-ENGINE SYSTEMS 




Figure 64 
Timing the Balancer ta the Crankshaft 



E. Installation 

}. Make sure that the mounting surfaces on ihe cylinder 
block and balancer are clean and the aligning dowels in 
the cylinder block are not damaged. Rotate the crank- 
shaft until the timing mark on the crankshaft gear is at 
the bottom of the block, Nos. 2 & 3 pistons are at 
T.D.C (lop dead centre). Rotate the balancer gears to 
align the balance mark on [he balancer drive gear with 
the timing mark on the crankshaft gear, a* shown in 
Figure 64. 

2. With the timing mark aligned and a new gasket in- 
stalled around the lubrication passage in the cylinder 
block, position the balancer over the aligning dowels on 
the cylinder block. Install and tighten the four balancer 
mounting bolts to the specified torque, page 6" 8. Re- 
check the timing marks on the balancer gear and the 
crankshaft gear i o be sure they art in line. 

3, With the balancer mounted to the engine block, check 
the backlash between the balancer drive gear and 
crankshaft dynamic balancer gear To do this, use a 
dial indicator as shown in Figure 59 with the dial 
plunger perpendicular against the face of one of the 
drive gear teeth* "rock tf the drive gear to obtain the 
backlash, Backlash is to be taken ai 90° intervals 
around the drive gear. On balancer supports that do 
not have a slot in the bottom^ drill a 1-0 in, (254 mm.) 
diameter hole as shown in Figure 60. If the gears do 
not meet backlash specification on page 63 one or 



boih should be replaced until the specified backlash has 
been obtained. 
4. Replace the oil pan sump. 

MAIN BEARINGS 

A* Removal 

1. Remove the oil pan sump as outlined on page 21, 
"Oil Pan Sump Removal". 
NOTE: On the 4-cylinder gasoline and dietet 
engines which are equipped with a balancer, 
remove the balancer as outlined on page 34, 
^Balancer Removed"* to facilitate removal of 
the intermediate thrust bearing cap. 

2h Remove the oil pump and the intermediate shaft. 

3. Remove the main bearing cap to which new bearing 
liners are to be installed- Install one bearing at a time, 
leaving the other main bearing caps securely in place. 

4- Install a bearing liner remover in the oil passage of the 
crankshaft, Turn the crankshaft counter-clockwise 
slowly until the tool forces the bearing out of the 
cylinder block, 

NOTE: If a bearing insert tool i» not available f 
flatten the head of a 1 in, X & in cotter pin 
(split pin) and bend the head at approximately 
a 30® angle to conform to the angle of the oil 
passage in the crankshaft. See Figure 65, Use 
the fabricated tool in the same manner to ra- 
move and install bearing inserts. The shorter 
cotter pin (split pin) must he used to remove 
the thrust bearing insert. 

B. Inspection 

Clean the bearing liners, journals, and caps thoroughly. 
Inspect each bearing carefully. Bearing liners that have a 



(3. I75mfn) 




IHRUST BEARING 

■ -■ ■ 

w 



REAR MAIN BEARINGS 

"t • A^rnaMPMumMBaW 



Figure 65 
Fabricated Main Bearing Insert Tool 



PAGE 3ti 






CHAPTER 1 













Fiflure M 
Typical D**rlng Failures 












■cored, chipped, or worn surface as shown in Figure 66, should 
be replaced. R^-in stall the liners that appear serviceable, If 
new liners are installed, check the clearances, uiing Flastiguagc 
method, page 43. If the crankshaft is damaged, it should be 
reworked or replaced. 

C. Installation 

1 . Remove the bearing cap and liner and apply a light coat 
of engine oil to the Journal and bearing liner. 

2. With the bearing Liner installation tool in the crankshaft 
oil hole, hold the bearing Liner in place on the crank- 
shaft with the plain end of the bearing at the tang side 
of the cylinder block. Turn the crankshaft clockwise 
until the bearing is seated in the block with the bear- 
ing ends flush with the bearing cap surface of the 
cylinder block. Remove the installat ion t ooL 

3. Lubricate the bearing cap and bearing liner with engine 
oil and install the liner into the cap. Hold the bearing 
cap in place with the locking tang toward the camshaft 
side of the engine and install the two bolts. Tighten the 
holts to the specified torque, page 68. 

4. If a new rear main bearing liner is to be installed, the 
engine will have to be separated from the tractor and a 
new rear oil seal installed as outlined on page 40. 



5- If a new thrust bearing liner has been Installed, the 
bearing should be aligned as outlined on page 41 , step 6. 
The thrust bearing is the one with the flange-type Liner 
on the front intermediate main bearing of the 3-cylinder 
engine, or the third intermediate bearing on the 4- 
cyllnder engine. 

6. Install the oil pump and Intermediate shaft. 

7. Install the balancer (if equipped) and the oil pan sump, 

BEARING LINERS AND CRANKSHAFTS 

1. Bearing tiners are fitted in production to obtain the 
desired liner-to-cranfeshaft journal clearances. Because 
of the variation in tolerances, different conditions of 
liners (colour codes) are used to obtain the desired clear- 
ances. {The difference between the liners is in the wall 
thickness*) 

2. When fitting standard liners in service, using the 
"Plastiguage" method, it may be necessary to fit colour 
code red, colour code blue, or a combination of both 
liners on the lame journal to obtain the desired 
clearance, 

3. Engines may be assembled with liners of different 
material. For example, one journal may be fitted with 
aluminium tin alloy Liners, while another journal may 



7,/BT 



{g> FORD MOTOR COMPANY Lm, 1MT 



PAGE 37 



PART 1- ENGINE SYSTEMS 



be fined with copper Lead liners. However, the top and 
bottom liners of any one bearing should be of the 
same matcrial 



4. Remove the six flywheel attaching bolls and ibe re- 
tainer. Grasp the flywheel in the groove around the 
inner edge, and tap it with a soft hammer to loosen it 
from the crankshaft. 



FLYWHEEL 

The flywheel mounts on a flange at the rear of the crankshaft 
and is retained by six bolts. The mounting holes are unevenly 
spaced so that it can be mounted in only one position. The 
starter ring gear is mounted on the flywheel. 




Figure 67 
Checking Flywheel Runout 



A. 



Removal 

L Separate the tractor between the engine and trans- 
mission as outlined in Part IS, "SEPARATING THE 
TRACTOR". 

2- Remove the pressure plate and clutch disc assembly 
(i of que limiting clutch on S el eci-0 -Speed) from the 
flywheel as outlined in Part 4, "CLUTCHES". 

3L Before removing the flywheel attaching bolts, check the 
runout with a dial indicator. Figure 67. Measure runout 
between outer edge of friction surface and mounting 
bolt holes. 



B. Inspection 

1 . Inspect the ring gear for broken or excessively worn 
teeth. Replace if either condition is found. If broken 
or worn teeth make gear replacement necessary, be 
sure to inspect the saner armature shaft and drive 
for the possible cause of failure. 

2. Before removing the flywheel from the tractor* check 
the flywheel runout. Total runout should not exceed 
that specified on page 66. 

3, Check the flywheel to be sure it has not been damaged 
by a Iwsdy or improperly fitted ring gear. 

4, Check the ring gear teeth for rough edges and for 
missing teeth which could scuff or gouge the teeth on 
the drive gear. If necessary, dress the teeth with a wire 
wheel to smooth up the edges, 

5, At any time the tractor is separated between the engine 
and transmission, the clinch compartment should be 
cleaned thoroughly to help prevent future ring gear, 
starter drive, or clutch failure due to abrasives or grease 
which can accumulate with usage, 

6. After installing the flywheel, check the gear runout. 
Maximum allowable runout is as specified on page 66. 



C Flywheel Ring G»r Repair 

1, The mating surfaces of the flywheel and the ring gear 
must be cleaned thoroughly and any manufacturing 
"flash" on the gear teeih should be rcmoved- 

2. Use two temperature indicating crayons: One indi- 
cating 400° P. (204*C), one indicating 450 e F. 
(212°C), (These crayons are designed to melt at a 
specified temperature.) 

3. Mark the inner half of the gear face at six equally 
spaced places with the 400 *F t (204 *C) crayon, Mark 
the face just below the root of the tooth at each of 
these sik places with the 450 a F (212"C.) crayon. 

4. Heat the gear evenly with an oxy-acetylene torch 
having t tip size not larger than No. 2 and a rich 
acetylene adjustment. Direct the flame against the 
inside of the gear so the heat will travel outwards 
toward the teeth. Avoid directing the flame against 
either face of the gear. S/flp applying heat when the 
4O0°F. (204 *C) crayon mark mcks and before the 
4S0*F. (21 2* C-) crayon begins to melt. Quickly spot 
check the 400 C F, (204 "C) crayon to be sure the gear 
and not the flame has melted the crayon marks. 



PAGE 39 



CHAPTER 1 



5- Quickly place the hoc gear on the flywheel with the 
flat gear face against the shoulder on the flywheel. Be 
sure the gear face is flush with, the shoulder on the fly- 
wheel, then quench the gear with water to cool it 
rapidly. 

D, Outcfa Pilol Bearing Installation 

The dutch pilot bearing can be removed without removing 
the flywheel, but the flywheel retaining bolts and the grease 
baffle must fine be removed in order to gain access to the 
bearing. 

1. Remove the bearing from the end of the crankshaft with 
a slide hammer and puller. 

2. Coat the pilot bearing bore m the crankshaft with a 
small quantity of high melting point lubricant. 

3. Using a driver and adapter of the correct sizCj install the 
bearing to flush with the bore. 

E. Flywheel Installation 

1. dean the crankshaft rear flange and the mating surface 
of the flywheel, 

2. Determine the correct relationship of the bolt holes in 
the flywheel and crankshaft and place the flywheel in 
position oa the crankshaft. Install grease baffle and six 
caps screws and tighten to the specified torque, Recheck 
flywheel runout. Install the dutch as outlined in Part 4, 
"CLUTCHES". 

3. Reassemble the tractor as outlined in Part 15, 
"SEPARATING THE TRACTOR". 



CRANKSHAFT 

A. Removal 

1. Remove the engine from the tractor as outlined in Pan 
15, "SEPARATING TI IF TRACTOR 1 ; and place it 
on an engine stand. 

2. Remove the flywheel and the engine rear cover plate. 



A VU : VERTICAL TAPER 

C VS O = HORIZONTAL TAPER 

A VS C AND B VS D = OUT OF-ROUND 

CHECK FOR OUT-Of-ROUND AT EACH END 

OF JOURNAL 









* i 


/ A 




/ f 


L.^ _ 






Up., 








\* 


d 




S If 










Figure 6ft 
Thrust BtiarfnQ 






Figure 68 
Crankshaft Journal Measurement 



3. Remove the crankshaft pulley and engine front cover, as 
outlined on page 14. 

NOTE: If at any time the crankshaft it to be 
removed with the cylinder head in position, it 
is necessary to first realign all timing mark** 
This u necessary to be sure that interference 
between the ralres and pistons does not occur 
during reassem bly. 

4. Remove the oil pan sump and oil pump, as outlined 
on page 21, "Oil Pan Sump Removal", and page 22, 
"Oil Pump Removal". 

NOTE: in the case of the 4-cylinder engine, 
remove the balancer at previously outlined in 
this section* 

5. Remove the connecting rod bearing caps and liners. 
Remove the main bearing caps and lioers, 

6- Make sure all of the bearing caps and liners are identi- 
fied so they can be installed in their original posiijou. 

1. Carefully lift the crankshaft out of the cylinder block so 
die thrust bearing surfaces arc not damaged. Handle the 
crankshaft with care to avoid possible damage to the 
finished surfaces. 

B. Inspection 

NOTE: Current production engines may have a 
crankshaft urith main hearings and /or crankpin 

bearing journals ground 0010 in. (0-254 mm) 
undersized. These crankshafts can be identified 
from the letters <4 0J0 MVS" and/or "010 PUS" 
stamped on one of the counterbalance weights 
of the crankshaft. 



Vti 



© FORD MOTOR COMPANY LTD., ^W7 



PAGE 39 



PART 1- ENGINE SYSTEMS 



I .Clean the crankshaft in a tank of solvent. Clean all 
drilled passages with A rifJe brash, then blow out the 
passages with compressed air. 

2. Place the crankshaft on V-blocks to check the runout a; 
the intermediate main bearing journals with a dial indi- 
cator. If the crankshaft appears damaged or misaligned, 
or if the runout exceeds the specified limits, page 61, 
install a new crankshaft. 

3. Inspect the main and connecting rod journals for cracks, 
scratches, grooves or scores. Dress minor imperfections 
with an oil stone. Refinish severely marked journals, 

4. Measure the diameter of each journal in at tease four 
places to determine out-af-round, taper or wear, Figure 
63. If the journals exceed the specified wear limits, page 
61, they should, be rcfinished to size for the next 
undersize bearing, page 63. 



Repair 

L If the crankshaft gear teeth are excessively worn or if 
any teeth are chipped, install a new crankshaft gear. 
Remove the gear as on t lined on page 13, "Crankshaft 
Gear Removal". 

2, Install a new gear as outlined on page 18^ "Crankshaft 
Gear Installation". Be sure the gear is all the way onto 
the shoulder of the crankshaft. 

3, On the 4-cylinder engine, if the crankshaft dynamic 
balancer drive gear teeth art worn or chipped install 
a new crankshaft. 

4, Refinish the journals to give the proper clearance with 
the next undersize bearing, page 63. If the journals will 
not clean up at the max tm urn under size bearing avail- 
able, install a new crankshaft. Always reproduce the 
same journal radius, page 61, that originally existed. 
Too small a radius will result in fatigue failure of the 
crankshaft. Too large a radius will result m bearing 
failure due to radius ride of the bearing. After refintsh- 
ing the journals, be sure to chamfer the oil holes. 



a 






Installation 

L Be sure the main bearing bores and rear main bearing 
oil seal area are thoroughly cleaned before installing the 
bearings In the block. Polish the oil seal running surface 
with crocus cloth. Remove any nicks or burrs that could 
damage the seal. Install a new crankshaft if the oil seal 
surface is deeply grooved. 

2. Lubricate the main bearing liners and install them in 
the block and bearing caps. If the main bearing journals 
have been refinished to undersize, install the correct 
undersize bearings, page 62. Be sure the bearing liners 
are clean. (Foreign material under the liners will distort 




Figure 70 
Scrolling Oil Seal Journal 



the bearing and cause premature failure,) And the tangs 
on the bearings are in the slots provided in the cylinder 
block and caps. 

3. Turn the crankshaft to align the timing mark on the 
gear with the timing mark on the camshaft drive gear. 
Lower the crankshaft into place, being careful not to 
damage the bearing surfaces, 

4. Check the clearance of each main and connecting rod 
bearing with Plastiguage, as outlined on page 43, under 
"Fitting Main and Connecting Rod Bearings (Plasti- 
guage Method)". 

NOTE: if Plastiguage is rial available, the bear' 
ing clearances wilt have ta be checked* using 
micrometers, before the crankshaft it installed. 

5. After the bearing clearances have been measured] apply 
a light coat of engine oil to the journals and bearings. 
Install [he thrust bearing cap with the flange-type bear- 
ing Liner, Figure 6°, first. Then, install all main bearing 
caps except the rear cap. Be sure they are installed in 
their original location. 



NOTE: On 3*cylinder engines the front inter- 
mediate main bearing is the thrust bearing. On 
^cylinder engines the third main hearing it 
the thrust bearing* 



PAGE 40 









CHAPTER 1 




SEALING 
COMPOUND 



Figure 71 
Aasembling Roar Main Bearing Cap and Vortical Soalt 



6, Install [he thrust bearing cap. Figure 69, with the bolts 
linger tight, then pry the crankshaft forward against the 
thrust turf see of the bearing. Hold the crankshaft 
forward and pry the bearing cap to tbc rear. Be careful 
not to pry against the flange of the bearing liner. This 
will align the thrust surfaces of both halves of the bear- 
ing. Hold the forward pressure on the crankshaft and 
tighten the bearing cap bolts to the specified torque, 
page 68. 

7. Check the crankshaft end play. Install a dial indicator 
so that the contact point rests against the tear flange of 
the crankshaft. Figure 73. Force the crankshaft toward 
the rear of the engine . Set the dial on zero, then pry the 
crankshaft forward and note the reading on the dial. If 
the end play exceeds the limits, page 61, install a new 
thrust bearing liner. If the end play is less than the 
specified limit, inspect the thrust bearing surfaces for 
burrst scratches, or dirt. If the thrust surfaces arc not 
defective or dirty, re-align the thrust bearings following 
the above procedure. 

NOTE: The rt'tir oil seat journal has a finishing 
operation which has the effect of providing a 
scroti which arts as a "feed back" for oil from 
the sealing location* it u virtually a palish and 
definite tines are not apparent to the naked eye. 



8. The crankshaft rear oil seal journal can be scrolled, 
working front underneath the engine, or with the engine 
inverted. Use a J in. wide strip of aluminium oxide 
cloth, Grade 240, to pot a reverse a^roN on the crank- 
shaft rear oil seal journal Hold the cloth as shown in 
Figure 70 and work on the same area until a high polish 
is obtained on the journal (definite lines should not be 
apparent to the naked eye}. After finishing the acces- 
sible area, rotate the crankshaft a little at a rime until 
the complete circumference of the journal has been 
worked. The lines of the finished job should give the 
effect of a very fine right-handed thread, and each 
rubbing should overlap the other. 

NOTE: It it important that the cloth <s held as 
near as possible to the angle illustrated in 
Figure 70, otherwise the lines will tend to follow 
around the circumference rather than across 
the journal and defeat the oh feci of the scroll, 

9. Clean the mating surfaces of the block and rear main 
bearing rap. Apply a Light coating of a suitable sealing 
compound to these surfaces. 

10. Install new side seals in the rear main bearing cap Co 
project slightly beyond the block face of the cap, and 
assemble the cap and seals into tbc cylinder block, as 
shown in Figure 71. 

1 L Tighten the rear main bearing cap bolts to insure posi- 
tive bottoming of the seals against the block. Cue the side 
seals to allow a projection of % 4 in, (0-3*6 mm} above 
the pan rail as shown in Figure 72. 




Figure 72 
Trimming Vertical $»al 



T'67 



© FORD MOTOR COMPANY LTD.. 1967 



PAGE 41 



PART 1- ENGINE SYSTEMS 



12 Apply a light coating of scaler to the seal bore surface 
at the two cap-to-block split lines. (Do not permit sealer 
on the crankshaft seal journal.) 

13. Apply a light coat of high Temperature grease to the 
block seal bate, the crankshaft seal journal* and the out- 
side diameter and lip of a new crankshaft seal Also pack 
grease around the lip of the seat, 

14. Install the seal with Seal Installation Tool SW52Q. The 
steps below should be followed when using this tool : 

a. Slide the seal (lip first) on to the journal; 

b. Using three flywheel bolts, attach the tool 
(flanged surface towards the seal) to the crankshaft 
flange; 

& Tighten the three bolts in sequence and evenly until 
the cool bottoms against the crankshaft flange, Then 
tighten each bolt to 25 lbs. /ft. (3 46 mkg.) to be 
sure the seal is square with the crankshaft centreline; 

d. Remove the bolts and the tool. 

Three different types of seal may be encountered In 

service 

(1) BJack single-lipped type; 

(2) Red double-li pped type ; 

(3) Red double- lipped type (for use after lODO hour*;. 
The first two are alternative types used for service where 
the engine has worked less than 1,000 hours and the 
crankshaft is unmarked by the seal Lips. 

The third type is for use where the engine has worked 
more than 1,000 hours. This type provides a new loca- 
tion for the sealing lips on the crankshaft and obviates 
any possibility of leakage from the original seal ''track* 

The first type seal should be assembled so that it 
protrudes (KI15 to. (0*381 mm) outside the rear face 
of the cy I inder block. 

The second type should be assembled so thai it is 
0-024 in. {0-61 mm,) inside the rear face of the block 
and the third type should be 0060 in. (1-52 mm.) inside 
the rear face of the block. 

A tool SW5 20 is available in certain territories which 
will install the third type only. In other territories) 
where the tod is not available, use a sleeve 4| in, I.D, 
and carefully press the seal to its specified posi- 
tion in the block. Thcn> using a dial indicator mounted 
to the end of the crankshaft, check the run-out of the 
rear face of the seal. The total run-out should not exceed 
0-015 tn\ (0-38 mm,). 

13. Apply a liberal amount of penetrating oil to the side 
seals to cause them to swell. 

16. Install the connecting rod bearing liners in the connect- 
ing rods and caps. Check the clearance of each bearing 
with a micrometer and shim stock method or by the 
Plastigage method, following the procedure outlined 
under ''Fitting Main and Connecting Rod Bearings 
(Flastiguage Method)". 




Figuro 73 

C hacking Crankshaft End Play 



17. If the bemng clearances are to specifications! apply a 
light coat of engine oil to the journals and bearings. 
Install the bearings in the connecting rods and bearing 
caps, making sure the bearings are installed with the 
tangs in the slots in the rods and caps. 

18- Install i he connecting rod caps as outlined on page 32, 
'installation" and tighten the nuts to specified torque, 
page 6S. 

19. After the connecting rod assemblies have been installed, 
check the side clearance of each connecting rod by 
inserting a feeler gauge between the side of the connect- 
ing rod and the crankshaft journal. If the clearance ii 
not within limits as indicated on page 63 s check the 
crankshaft journal dimensions and refimsh or, if not 
within specifications, install a new crankshaft. 

20. Install the oil pump (and balancer, if the engine is so 
equipped). 

21. Install the oil pan sump. 

22. Install the engine front cover, pulley spacer and crank- 
shaft pu Hey 

NOTE: Where the pulley with the longer hub it 
to be axrembled install in the manner om given lis 
ttage 2 Crankshaft Pulley tntlattation, page 19. 

23. Install the engine rear cover plate and flywheel. 

24. Remove the engine from the stand and install in the 
tractor, as outlined in Fart 15, "SEPARATING THE 
TRACTOR". 



PAGE 43 



CHAPTER 1 




CHECK WIDTH 

OF PLASTTGAGE 






L?m *•'-•-■? ? 






Figure 74 
Checking Bearing Clearance— Plastiguage Method 



Filting Main and Connecting Rod Bearings 

(PIa&tiguage Method) 
1, Remove the ail pan sump as outlined on page 21, 
"Oil Pan Sump RcmovaP- Remove the bearing cap and 
wipe the oil from the bearing liner and crankshaft 
journal. 

NOTE: if the main bearing liner* are being fitted 
with lite engine in a tractor, a jack should be 
used adjacent to the liner being fitted t and light 
pressure applied to hold the crankshaft up 
against the upper main bearing liners. 



2. Place a piece of the correct size Plastiguage on the 
bearing liner surface the full width of the bearing cap 
and about £ in. (6-3SQ mm.) off centre, 

3. Install the cap and tighten the bolts to the specified 
torque, page 68, Do not turn the crankshaft while the 
Flastiguage is in place. 

4. Remove the cap. Using the Plastiguage scale on the 
package. Figure 74, check the width of the Flastiguage, 
When checking the width of the Plastiguage^ check at the 
widest point in order to get the minimum clearance. 
Check at the narrowest point in order to get the maxi- 
mum clearance. The difference between the two read- 
ings is the taper, 

NOTE: Normally } main bearing journals wear 
Evenly and wilt not be out-oj '-round* However, 
if a liner is being fitted to an oul-of -round 
journal which is within specifications t page 61 , 
be sure to fit the bearing to the maximum dia- 
meter of the journal. 

5. When checking clearances, red liners, having a thinner 
wall section than blue liners, will provide greater clear- 
ance. Conversely, blue liners having a thicker wall sec- 
tion will provide less clearance. As stated previously a 
combination of red and blue liners may be required to 
obtain the desired clearance. If the measured clearance 
is greater than specified when two blue liners are used 
it is permissible to fit an 002 in. (0-0508 mm.) under- 
size liner with either a red or a blue liner, 

6. If one of these combinations of liners docs not bring 
the clearance within the specified limits, page 62, re- 
finish the crankshaft journal to fit undersize bearings, 
page 63> 






7, CAMSHAFT 



A. 



Removal 

1. With the engine in the work stand and the flywheel 
removed^ remove the front cover as outlined on page 14* 
"FRONT COVER REMOVAL". 

2. Remove the cylinder head as outlined on page 6, 
"Cylinder Head Removal". 

3. Remove the engine rear cover plate. 

4. Using a magnet, remove the "DuttbdJ" type tappets 
from their bores in the cylinder block. Keep them in 
order so they can be installed in their original location 
On engines fitted with the mushroom foot type tappets, 
the engine has to be inverted before the camshaft 
can be removed. 



5. Remove the oil pump drive gear from the cylinder block 
as outlined on page 22 3 "Oil Pump Removal". 

6. Pry the camshaft gear away from the cylinder block 
with a screwdriver. Check the clearance between the 
hub of the camshaft gear and the thrust plate with a dial 
indicator against the camshaft bolt or with a feeler 
gauge* Figure 75, If the clearance exceeds the specified 
limits, page 63, install a new thrust plate before 
reassembly. 

7. If the camshaft bearings and/or the partly hollow 
mushroom type tappets are to be removed, invert the 
engine on the stand and remove the oil pan sump. 



7,'fi7 



FORD MOTOR COMPANY LTD. H 1W7 



PAGE 43 



PART 1-ENGINE SYSTEMS 




10. Remove the Woodruff key and spacer from ihe from of 
the camshaft. 

11. Drive ous the camshaft rear cover plate with a punch 
and hammer, as shown in Figure 7& 

13. Remove the cover plate O-ring. 

13. Carefully remove the camshaft by pulling it out the rear 
of the engine. Be careful not to damage the hearings or 
the lobes oh the shaft, 

14. Remove the hydraulic pump drive gear from the rear of 
the camshaft by removing ihc bolt and washer. 



Figure 75 
Checking Camshaft End Play 



8. Remove the bolt and flat washer, and remove the cam- 
shaft drive gear, 

9. Remove the two bolts and remove the camshaft thrust 

plate. 



EL Inspect inn 

L Visually inspect the camshaft journals and lobes for 
roughness, scores* nicks, pits, or discoloration from heat 

2. Inspect the oil pump drive gear on the camshaft for 
broken or worn teeth. Inspect the mating gear on the oil 
pump drive shaft for the same conditions, 

3. If any of the above conditions exist, install a new cam- 
shaft or oil pump drive gear. 

4. Measure the diameter and out-of -round of the bearing 
journals. If the camshaft does not meet specifications, 
page 63 , install a new camshaft. 

5. Inspect the hydraulic pump drive gear for worn or 
broken teeth. If either condition exists, install a new 
gear. 




Figure 76 
Removing Cam ah aft R#ar Cover Plate 



PAGE 44 



' 



CHAPTER 1 




Figure 77 

Removing and Installing Camshaft Bearings 

Using Tools SW 5G6 and N 6261 -A 



6. Inspect the camshaft bearings for pits, grooves, or score 
marks. Measure the clearance between the bearing and 
the camshaft journal. If the clearance between the ID. 
of the bearing and 0,D. of the camshaft journal exceeds 
the specifications* page 63, install new bearings. 

C, Camshaft Bearing Removal and Installation Using 
Special Tools SW 506 and N 626 1A. 

L Position Driver No, S W 506 against the camshaft bear* 
ing to be removed and attach Handle No. N 6261 -A, to 
the Driver, Figure 77, 

2. Drive the camshaft bearings from the bearing bore. 

3. Align the oil holes in the new camshaft bearings with 
the oil holes in the engine block, then drive the new 
bearings into place, using the same tools . 

IMPORTANT: After driving the new camshaft 
hearings into plate in the bearing bare y be tare 
the oil hales in the bearings are aligned with the 
oil holes in the engine block* 



Using Special Tool SW If: 

Removal : 

1. Insert the small diameter spigot of the remover and 
guide, SW 16/e,. into the rear of Number 2 bearing 
Unci as shown in * r A", Figure 78. Position the centra- 
lize r, SW 16/hj in front of Number 1 bearing with the 
smaller diameter spigot located in the bearing liner. 
Pass ihe center screw of main tool No. SW 16 through 
this centralizer and the guide and St "C? 1 washer to the 
end of the center screw. Place the tommy bar in the hole 



at the inner end of the center screw and withdraw the 
bearing liner from its location in the block by tightening 
the wing nut of the tool. 

2. On 4 -cylinder engines locate the remover and guide, 
SW 16/e, in the rear of Number 3 bearing liner and 
repeat the above procedure to remove this liner from the 
block. Number 4 bearing] on 4-cy Under blocks and 
Number I bearing liner on 3-cylindcr biocks can be 
removed in a similar manner, but they must be pulled 
out towards the rear of the cylinder block, the centra- 
lizcr, SW 16/h, being placed in the rear bearing liner 
and the remover and guide SW 16/e in the front of the 
liner being removed. 

3. Insert the smaller diameter spigot of the remover and 
guide, SW16/e, in the rear of the front bearing liner, 
and the intermediate bearing replace^ SW 16/g f in the 
front of the front bearing liner as shown in "B"*, Figure 
78. Install the center screw, lock washer and tommy bar 
as outlined above and pull out the front bearing liner 



from its location in the block. 






4. Repeat this procedure for the rear bearing liner but 
operate the tool from the rear of the cylinder block. 

Installation: Clean all bearing bores, making sure that 
the oil passages from the crankshaft main bearings to 
the camshaft bearings are free from obstruction. 
Thoroughly clean the new bearing liners and lightly 
coat with oil on the outer surface prior to assembly. It is 
essential that when assembled, the oil holes in the 
bearing liners coincide with those in the cylinder block. 
Particular attention should, therefore, be paid to the 
positioning of the liner before it is drawn into the bore. 

I. Insert the remover and guide, SW 16/e, into Number 2 
bearing bore with the smaller diameter towards the rear 
of the block. Place the centralizer, SW 16/h* in the 
front of Number 1 bearing bore with the Larger 
diameter spigot located in the bore. Locate the new 
bearing liner on the smaller diameter spigot of the 
remover and guide and insert the smaller diameter 
spigot of the intermediate bearing replaces SW 16"/g; 
into the other side of the liner. Insert the center screw 
and install the lock washer and tommy bar as shown in 
"C", Figure 78. 



2. Turn the liner until the center of the oil hole is opposite 
the center line of the oil drilling between the crankshaft 
bearing and camshaft bore. Draw the liner into the bore 
by tightening the wing nut onto the center screw of the 
tool. 









3. Check thai the oil hole in the liner is correctly aligned 
with the oil passage in the cylinder block. A positive 
check of this can only be made with the crankshaft 
removed when a %$ in. (4*76 mm,) diameter rod may be 



7 67 



© FORD MOTOR COMPANY LTD., 1967 



PAGE « 



PART 1- ENGINE SYSTEMS 




TOOL NO.SW lo/* 

TOOL NO.SW 16/h 
"A" 



TOOL 


NO.SW 


16/. 


TOOL NO.SW *6/g 




D 

F 




3. 


"i 


»i 





TOOL NO.SW 16/t TOOL NO.SW 
TOOL NO.SW / ^^fc^j 1 */" 
^t6/B 




TOOL NO.SW lo/k 



TOOL NO SW 
16 



TOOL NO.SW 16/k 




•<r\* 



Figur* 79 
Removing and Installing Camshaft Bearings Using Tool SW tB 



passed down [he oil passage from the crankshaft main 
bearing. The liner is correctly positioned when the Inner 
end of the rod will pass through the oil hole in the 
liner. 

4. Repeat operations 1 through 3 for Number 3 bearing 
liner on 4-cy Under blocks, taking extra care to make 
sure the oil holes are in alignment as this bore has 
another oil passage drilled into it* which provides an oil 
feed to the engine balancer housing. Bearing liner 
Number 4 on 4-cylinder blocks and Number 3 on 
3-cylinder blocks are installed in a similar manner, bur 
should be pulled In with the tool being operated from 
the rear of the block, 

5, Place a new liner on the replacer mandrel, S"W 16/k, so 
that it contacts the small shoulder, and pass the mandrel 
through Number 1 bore and Number 2 bearing liner. 
Place the intermediate bearing replacer SW 16/g t in 
Number 4 bearing on 4-cylinder blocks (in Number 3 
bearing on 3-cylinder blocks) to centralize the center 
screw. Insert the central] zcr, SW 16/hj in the reir bore 
with larger diameter spjgot in the bore. Install the 



center screw and lock washer as shown in **©**, Figure 
78. Make sure the main tool body is placed vertically 
for this operation so thai the center screw is kept central 
by the body locating on the spigot of the mandrel. 

6, After making sure the oil holes in the liner are opposite 
the center of the holes in the bore T press the liner into 
the bore by turning the wing nut onto the center screw. 

7. Repeat this operation for the rear bearing Uner on 3 and 
4-cylinder blocks by operating the tool from the rear of 

the block. 

3. Check the alignment of the oil holes in the liners with 
the corresponding oil passages in the block: by pass- 
ing a length of y lfl , in. (4-76 mm.) rod through each 
oil passage, making sure that the position of each liner 
is such as to allow the inner end of the rod to pass 
through the oil hole in the liner 

D. Installation 

1. Fit the hydraulic pump gear to the rear of the cam- 
shaft. Align the dowel pin and install the washer and 
bolt. Tighten the bolts to the specified torque, page 68, 



PAGE 40 



CHAPTER 1 



2. On engines fitted with the "Partly Hollow Mushroom 1 ' 
type tappet; apply petroleum jelly to each tappet foot. 
Coat the remainder of the tappet with engine oil* and 
install die tappets in the bores from which they were re- 
moved. Install the "Duwbell" type tappet in a similar 
manner after the camshaft is in position, 

3. Oil the camshaft and apply petroleum jelly to all the 
lobes. Carefully slide the camshaft into position in the 
bearings. On diesel engines, with the partly hollow 
mushroom tappet, the tappet should first be installed, 

4, Install the spacer and a new Woodruff key on the front 
of the camshaft, 

5, Position the thrust plate and install the two bolts and 
lock washers. Tighten the bolts to the specified torque, 
page 68, 

6< Position the drive gear on the front of the camshaft, 
making sure the timing mark is lined up, and secure 



with the washer and bolts, Tighten the bolts to the 
specified torque, page 68. Check the camshaft end-play 
as outlined on page 43, under "Removal — Step &**> 

7. Position a new O-ring and install the hydraulic pump 
drive gear cover plate. Tap the covet with a soft ham- 
met to be sure it is seated. If the cover does not fit tight, 
install a new one. 

NOTE; On gasoline engines, install the eccentric 
and cap screws. 

8. Install the oil pan sump as outlined on page 22, * € Oil Pan 



Sump Installation". 






9. Install the oil pump drive gear. Be sure the drive shaft 
indexes with the intermediate shaft, Install the retain- 
ing cap. 

10. Install the engine rear cover plate. 

11. Install the engine front cover, as outlined on page 19, 
"FRONT COVER INSTALLATION*'. 



iiei 



© FORD MOTOR COMPANY LTD., 106? 



PAGE 47 












Part 1 

ENGINE SYSTEMS 






■ 

COOLING SYSTEM 



Chapter 2 






1 i 









Section Page 

1. Description and Operation ,>..♦ ,....*. 49 

2. Radiator and Thermostat ,.„*.,_ *i 50 

3. Water Pump .„„■„„„„. . „,;.»j 51 



, 



i 









1. DESCRIPTION AND OPERATION 



The cooling system, Figore 79, is of the recirculating bypass 
type with full length water jackets for each cylinder. The 
coolant is drawn from the bottom tank of the radiator by the 
water pump which delivers the coolant to the cylinder block. As 
the coolant enters the block it travels through cored passages to 
cool the cylinder walls. Upon reaching the rear of the cylinder 
block, the coolant flows into the cylinder head. It then flows 
through cored passages to the spark plug thread area on gaso- 
line engines, or the nozzle tip area on diesel engines. This Sow 
within the cylinder head water jacket provides sufficient cooling 
at maximum temperature cooling points. The coolant continues 
to flow through the cylinder bead to the thermostat, In diesel, 
+-cylinder gasoline and LP gas engines, the thermostat is 
located in the front of the head. In the case of 3-cyluider 
gasoline engines, the thermostat is located in the front of the 
temperature-controlled intake manifold which receives coolant 
from the cylinder head^ to permit engine warm-up as well as 
cooling of the manifold intake ports. 

On diesel engines, if the thermostat is closed, a recirculating 
bypass Is provided, allowing a portion of the coolant to recircu* 
late from the head to the block for faster warm-up. On gasoline 
engines, if the thermostat is closed, a recirculating bypass is 
provided allowing a portion of the coolant to recirculate from 
the water-heated intake manifold to the cylinder head, and to 
the block for faster warm-up. In both cases* when the thermo- 
stat is open, the coolant flows from the outlet connection of the 
head or manifold to the top tank of the radiator. Cooling is 
accomplished as the coolant flows down through the radiator 
tubes which are exposed to the cooler air temperatures created 
by the fan blast. 



On tractors equipped with the Select-O-Speed transmission, 
a heat exchanger tube is incorporated in the bottom tank of the 
radiator to cool the transmission oil. 






















Figure TO 
Cooling System 



7/57 



® FORD MOTOR COMPANY LTD,. t»7 






PAGE 49 



PART 1- ENGINE SYSTEMS 



MAINTENANCE 

Cleaning the Cooling System : 

Normally, rust, sludge, and other foreign material can 
readily be removed from the cooling system by using a cooling 
system cleaning solvent. However* in severe cases, pressure 
flushing may be required. Various types of flushing equipment 
are available, A pulsating or reversed-flow flushing will loosen 
sediment more quickly and more efficiently than a steady 
flushing in the normal direction of coolant flow. If pressure 
flushing is to be used, always remove the thermostat and 
make sure the cylinder head bolts are tightened properly 
before flushing. After the cooling system has been cleaned 
and filled, a good commercial rust inhibitor should be added. 
However, the rust inhibitor is not necessary if the cooling 



system is 10 be conditioned with permanent antifreeze 
tain in e rust inhibitor 



con- 



Draining and filling the Cooling System : 

To drain the cooling system, open the drain cock on the 
right-hand side of the engine block; and the radiator outlet on 
the lower left-hand side of the radiator. Open the radiator 
pressure cap to speed draining. To fill the system^ close the 
drain cocks, fill the system with coolant and add rust inhibitor 
or antifreeze, according to the season and locality. All perma- 
nent antifreeze sold by reputable manufacturers contains an 
anti-rust additive. Therefore, the addition of rust inhibitor, 
when permanent antifreeze is used, will not generally be 
necessary. 



2, RADIATOR AND THERMOSTAT 



RADIATOR 
A* Removal 

1* Drain the cooling system as previously outlined. 

2. Disconnect the air cleaner hose connection and the 
headlight wires, and remove the front sheet metal. 

3. Disconnect the radiator hose connection at the radiator 
and Slide the clamps toward the middle of the hose. 

4. Disconnect the heat exchanger lubes from the front of 
the radiator lower tank if the tractor is equipped with 
Select-O-Speed, 

5. Disconnect the engine breather tube from the rocker 
cover outlet and from the fan shroud. Remove the tube. 

6". Remove the two attaching bolts and remove the 
radiator. 

R. Inspection and Repair 

1. Remove the fan shroud. 

2. Check the upper tank for leaks. 

3. Check the fins for being bent or clogged. 

4. Check the lower tank for leaks and if the tank has a heat 
exchanger tube (Select-Q-Speed transmission), check 
the tube for leaks. If the lower tank or heat exchanger 
tubes leak, install a new lower tank, 

NOTE: Any repairs on the radiator should be 
performed by a qualified radiator repairer. 

C* Installation 

1. To install the radiator, reverse the procedure outlined 
above, "Removal — Steps 1-6". 

2. Fill the cooling system with coolant and add the proper 
amount of antifreeze, depending upon the weather con- 
ditions. 



NOTE: // the tractor is equipped with Select-Q* 

Speed transmission, add oil to the transmission} 
as required* 

3, Run the engine for several minutes and check for 
radiator leaks. 



THERMOSTAT 

The thermostat on diesel, LP gas and 4-cyIinder gasoline 
engines is located in the coolant outlet connection in the front 
of the cylinder head, Figure SO. The 3-cylinder gasoline engine 
thermostat is located in the coolant outlet connection on the 
front of the intake manifold, Figure SI. Thermostat opening 
and full open temperatures are Listed in the specifications, 
page 67. 

A, Removal 

L Drain the cooling system to below the level of the cool- 
ing outlet connection, 

2. Remove the coolant outlet connection retaining bolts 
and slide the connection with the hose attached, to one 
side. 

3, Remove the thermostat and gasket. 

B. Inspection 

Place the thermostat in a container of water and heat the 
water. If the thermos at valve does not open at or near the 
thermostat opening temperature or if it fails to close, install a 
new thermostat. 



PAGEM 



CHAPTER 2 





COOLANT 
OUTLET 

connection: 




Figure 40 
Location of Diesel Engine Thermostat 



G Installation 






1, Clean the coolant outlet connection md cylinder head 
or manifold surface. Coat a new coolant outlet con- 
nection gasket with sealer. Position the gasket on the 
cylinder bead* or manifold. 

NOTE: The gasket must be petitioned on the 
cylinder head or manifold before the thermostat 
is ins tatted. 

2. Coat the edge of the thermostat with grease so it will 
stick in the water outlet connection, 



Figure 81 
Location of 3 cylinder Gate line Engine Thermo At at 

3, Position the thcrmostit in the recess of the water outlet 
connection so that the beat element will be in the cylin- 
der head (or intake manifold on 3 cylinder gasoline 
engines). 

4, Position the water outlet connection and install the re- 
taining bolts. Be careful not to disturb the thermostat. 

5, Fill the radiator and operate the engine. Check for 
coolant leaks. 

NOTE: When filling 4*cytinder gasoline radia- 
tor, open the breather on top of the intake jnani* 
fold. Close the breather when coolant flows from 
the vent. 



3, WATER PUMP 



A. Removal 

1 . Drain the cooling system, 

2. Remove the radiator as outlined on page 48. "A. Rad- 
iator Removal." 

3. Loosen the generator adjusting arm bolt and the two 
generator pivot bolts and relax the tension on the belt. 

4. Remove the four water pump attaching bolts and re- 
move the water pump and gasket, 

1. Dilute mhly 

I. Remove the four attaching bolts and remove the fan 
from the pump pulley. 



2. Using Puller No, 5 IS and i sleeve slightly smaller than 
the pulley tbaftj remove the pump pulley from the 
shaft, as shown in Figure 82. 

3. Remove the four bolts that retain the front and rear 
covers of the pump housing together. Separate the pump 
covers and discard the gasket. 

4. Using an arbor press with a piece of pipe or a sleeve of 
1 in (25.4mm) I.D. and l| in (2R.6inm) O.D. over the 
shaft and positioned on the outer case of the bearing, 



*m 



FORD MOTOR COMPANY LTD. i960 



PAGE 51 




PART 1- ENGINE SYSTEMS 



press the bearing assembly, shaft end ppellcr out of the 
pump housing, as shown in Figure 83. 
S, Support the Bit side of the impeller between wo blocks 
and press the shaft assembly by osio| a sleeve slightly 
illcr than the shaft* 



SLEEft PRESSING ON 
NG CASE 





Figure W 
Wat*f Pump DJ**tt*mb(*d 



6. Remove the seal from the shafi. Discard the seal. 



Inspection and Repair 

1. Check ibe impeller for worn or damaged vanes and 
check the seal beat on the rear face of the impeller to be 
sure it is in good condition Install a new impeller if the 
scat or vanes arc damaged. 

2. Check, the individual parts of the bearing snaJ; and 
slinger assembly for nicks,, scores, or other damage, 
and the slinger for correct position on the shaft, Figure 
85. If the bearing and shaft are undamaged and die 
slinger is damaged or incorrectly posit ioaedj remove it 
using care not to damage [he shaft, 

3. Check both parts of the pump housing for cracks, 
fractures * or signs of Icakagc. 

4. If there are any defective parts, instill new ones. 



r 







Figure S3 
Removing Water Pump Bearing ! 
and Slinger Assembly [ 






Flgurt 85 
Correct PoaHlon of Slinger 



PAGE 52 



CHAPTER 2 



625-1 ADAPTER 





Figure S3 
Correct Position of Impollor 



Figure 66 
Installing Wtl»r Pump Seal 



D. Aaacmbly 

1. Figure 84 is an exploded view of die water pump. Use it 
for reference during jeasse tnbly „ With a piece of pipe or 






BEARING SHAFT 
AND SUNGER ASSEMBLY 




Figure 17 

Comet Position of Bearing Shaft and Slfnger Aasambly 



sleeve slightly larger than the bearing shaft, press a new 
slinger onto the shaft. Press the stinger to the di mention 
shown in Figure 85. 

2. Using a piece of Vy ia in, (33 mm.) I.D. gas pipe and 
No. 625-1 Adapter, press a new seal into the pump 
housing, Figure 86, 

3. Press the bearing shaft and slinger assembly into the 
housing using a sleeve which passes over the shaft and 
rests on the bearing. Press the bearing to flush with the 
face of the housing, Figure 87- Use a straight edge to 
check the final position. Check the edge of the hearing 
(not the seal), 

4. Support the shaft on a block of wood so as not to 
damage its end. Using the arbor press, J in. (19.050 
mm) I.D, gas pipe, and No. 630-1 Step Plate, press the 
impeller onto the shaft, Figure 88, until h is flush with 
the rear face of the housing. Check with a straight edge 
across the housing and impeller vanes to ensure correct 
final position, 

5. Support the shaft (not the pump housing) on a block 
of wood and press the pulley onto the shaft, Figure 89, 
Press the pulley On to the dimension shewn in Figure 90. 
The measurement is made from the rear face of the 
front cover of the pump, to the centre of the V<-groove 
of the pulley. After installation, be sure the pulley runs 
true on the shaft 



4.i 88 



© FORD MOTOR COMPANY LTD.. 1M4 



PAGE S3 



PART 1- ENGINE SYSTEMS 











Figure 89 
Installing Water Pump Pulley 



Figure 90 
Correct Position of Water Pump Pulley 






o\ Assemble the front and rear halves of the pump together 
using a new gasket. Tighten the bolts to the specified 
torque, page 63. 

7. Install the fan on the pulley. Tighten the bolts to the 
specified torque, page 68. 

E. Installation 

1. Position a new water pump gasket and place the water 
pump onto the front of the cylinder block and install the 



four attaching bolts. Tighten the bolts to the specified 
torque, page 68. 

2. Position the drive belt and adjust the belt tension, page 
67. Tighten the adjusting arm bolt and die two genera- 
tor pivot bolts. 

3. Install the radiator. 

4. Fill the cooling system. Run the engine and check for 
leaks. 



PAGE 54 



Part 1 

ENGINE SYSTEMS 

Chapter 3 

TROUBLE SHOOTING, SPECIFICATIONS, 

AND SPECIAL TOOLS 



Sec lion Page 

L Trouble Shooting ....**.„ 55 

2. Specifications ,.,,. ., , »,,.., 58 

3. Special Tools ..,.„....*« .»*... 

1. TROUBLE SHOOTING 



Trciuhle 



Foam hie Causes 



Engine Doea Nat Develop 
Full Power — Gasoline Engine 



1. Clogged air cleaner. 

2. Improper governor linkage adjustment. 

3. Carburetor and choke out of adjustment 
4- Low coil voltage, 

5. Improper breaker point dwell or gap. 

6. Faulty ignition liming. 

7. Improper valve lash adjustment. 
B. Wqm or bent push rods. 

9. Burned, worn , or st ickin g valves. 

1 0. Improper valve t i min g 

1 1. Blown or burned head gasket. 

1 2 . Lp w cylinder compression . 






Engine Does Not Develop 
Full Power- — Diesel Engine 



1. Clogged air cleaner, 

2. Fuel line obstructed - 

3. Faulty Injectors. 

4. Low cylinder compression. 

5 . Improper va Ive lash adj us tme nt . 

6. Burned, worn, or sticking valves. 

7. Blown head gasket. 

8. Incorrect fuel delivery. 



7/17 



® FORD MOTOR COMPANY LTD., 1967 



PAGE 55 



PART 1-ENGINE SYSTEMS 



Trouble 



Possible Cautei 



Engine Knock* 












■ 












1, Diluted or thin oil. 

2h Insufficient oil supply. 

3. Low oil pressure. 

4. Excessive crankshaft end play. 

5. Flywheel runout excessive. 

6. Excessive connecting rod or main bearing clearance. 

7. Bent or twist e d con nee t tn g rod s. 

8 . Crankshaft journals out-of-round. 

9 . Excessive pisiortHo-cylindcr twe clearance. 

10. Excessive piston ring side clearance. 

11. Broken rings, 

12. Excessive piston pin clearance, 

1 J. Piston pin retainer loose or missing, 

14. Excessive camshaft end play. 

15. Imperfections on timing gear teeth. 

16. Excessive: timing gear backlash. 






Law Oil Preutro 















|. Engine oil level low. 

2. Wrong grade of oil, 

3. Blocked oil pump sump screen. 

4. Oil pressure relief valve faulty. 

5 . Oil p Limp d rive sha ft wo r n. 









6. Excessive oil ptimp rotor and shaft assembly clearance. 

7, Excessive main or connecting rod bearing clearances. 



Oil Pre** u re Warning Light 
Fail* to Operate 



1. Bulb burned a at. 

2. Warning light pressure switch faulty. 

3. Warning light circuit faulty. 



Executive Oil Consumption 















i 



PAGE M 






L Engine oil level too high, 

2. Hxicmal oil leaks from i he engine. 

3. Worn valves and/or valve guides or worn seals. 

4. Head gasket not scaling. 

5. Oil loss past the pistons and rings. 

*• • "•?•* • ]*- 



CHAPTER 3 



Trouble 



Possible CaUAeft 



Engine Overheat* 






1 . Hose connection leaking or collapsed . 

2. Radiator cap not sealing or defective. 

3. Radiator leakage. 

4. Improper fan belt adjustment 

5 . Radiator fi ns restricted . 

6. Thermostat operating improperly. 

7. Internal engine leakage. 

8. Water pump operating improperly. 

9. Ex h a u s [ g,a s J c akagc into cooling system . 

10, Coolant aeration, 

11, Cylinder head gasket improperly installed. 

12, Hot spot due to rust and scale clogged water jackets 



13, Obstruction to radiator air How 

14. Extended engine idling. 









Indicator Kails to Reach 
iSoi-mal Operating Temperature 



1. Faulty temperature sender 5 witch, 

2. Improper or faulty thermostat. 
3- Faulty gauge or warning light. 






Coolant Found in Traiumiuion Oil — 
Select-O-Speed Only 



1. Faulty heat exchanger tube in radiator lower tank. 

2. Pauley fitting in radiator lower tank. 









7m 



FORD MOTOR COMPANY LTD.. 1*6T 



PAGE 57 



PART I^ENGINE SYSTEMS 



2, SPECIFICATIONS 

The following specifications apply to all engines except where noted: 



FORD 2000 
Gas Diesel 



Displacement 

158 cu. ins. 15S cu. ins, 
(2590 it.) (2590 c.c) 



80-1 17-5-1 

Stroke 

3-S ins. 3-8 ins. 

(96-52 mm,} (96-52 mm.) 



FORD 3000 
Gas Diesel 



FORD 4000 
Gas Diesel 



153 cu, ins, 
(25*0 c,c> 



175 cu, ins, 
■2868 ex.) 



192 cu, ins, 
(3147 c.c,} 



201 cu. ins, 
029+ c.c) 



8 0-1 



16 5-1 



& 0-1 



16-5-1 



FORD 5000 

Gas Diesel 






213 cu. ins. 
(3819 c.c,) 



233 cu. ins. 
(38 19 c.c.) 



tt-OM 



16-5-1 



38 in*. 4 y 2 ins. 42 ins. 44 ins, 4-2 ins, 4-2 ins. 

(96-52 mm.) (106 68 mm.) (106 68 mm} 1 1 1 75 nun.) (106-68 mm.] (106-68 mm.: 



Bare 

4-2 ins. 4 2 ins. 4 2 ins. 4*2 ins. 4-4 ins. 4-4 ins, 4-2 ins. 4-2 ins, 

{106-68 mm) (106 68 mm,) (10668 nun.) (106 68 mm.) (111-76 mm.) (11176 mm.) (106 63 mm) (106-63 mm) 






Bore/Slroke Ralia 

1105:1 1105 -1 



Firing Order 

1-2-3 1-2-3 






I 105:1 



] 048:1 



100:1 



] 00: I 



100: 1 



1-2-3 



1-2-3 



1-M 



1*2-3 



1-3-4-2 



1-3-4-2 






Rated E ii gin* Speed (RPIYf ) 

1900 2000 2100 



Idle Spred 



200C 



All Diesel Models— 600-650 rp.m. 



Maximum No- Load Speed (RPM) 

2065*2115 217S-2225 2285-2335 



2200 



2200 



2100 



2100 



All Gasoline Models— 600-650 r.pjn. 



2175-2225 2395-2445 2395-2445 2275-2325 2285-2335 



Compees*UmPre**ure (at 200 RPM) Cranking Speed 

Gasoline: With all ihc spark plugs removed 
Choke closed and throttle wide open 
Diesel : With the i hrottle closed and stop com rol cu t 



PAGE 58 



. 






115-150 PSI=t 25 PSI 
Cy I indcr-to- Cylinder Variation 

420-5 10 PSI±50PSI 
Cyfirtdcr-to-Cylinder Variation 



Cylinder Block 




Material 




Cylinder Arrangement 




Taper of Cylinder Bore 




Cylinder Bore Out-oF- Round 




Cylinder Bore Diameter: 




Ford 2000, Ford 3000, Fwd 5000 




Ford 4000 




Gasket Surface Finish 




Rear Oil Seal Bate Diameter 




Cylinder Head 




Material 




Valve Design 




Bolt Pattern 




Valve Guide Bore Diameter 




Gasket Surface Finish 




Valve Spring* 





CHAPTER 3 












Cast Iron 
In Line vertical 

001 in. (0-0254 mm + ) 

0001 in. (0-0254 mm.) 

4 20Q7-1 2Q32 in, (106-698^106-761 mm.) 
4-4007-4-4032 in. (111-777-LU-M1 mm.) 

90-150 RMS. micro 
5-542-5'54&in. (14077-140 87 nun.) 












Case Alloy Iron 

Overhead Valves 

6 Bolts per Cylinder 

0-3728-0-3735 in. (8-4691-9-4869 mm.) 

90-150 RAt.S. micro 



Type 

Free Length 

Load at 1-74 in. length (44- 196 nun.) 

Load at 132 in, length (33-528 mm.) 

CxhauAl Valvca 
Face Angle 
Stem Diameter 



Cylindrical Coil 
MS in. (53-509 mm.) 
61-69 lbs. 
125-139 lbs 






Head Diameter 
Stem-to-Guide Clearance 
Uuh Clearance 
Rotation 

Intake Valve 
Face Angle 
Stem Diameter 















Head Diameter 
Stem-to-Guide Clearance 
Laah Clearance 



71*7 



45*30* to 45" 45' 

3701-0-3708 in. (9 40G5-9 4183 mm.) Standard 

0-373 1-03718 in. (9-477-9-495 mm.) 0-003 in (0076 mm.) Oversize 

0-385 1-0-3B5B in. (9-78 1-9 -799mm.)O0I5 in. (0381 mm,) Oversize 

4001-0 4008 in. (10 163-10- 180 mm.) 030 in. (0762 mm.) Oversize 

1-505-1-515 ul (38-227-38-481 mm.) 

00020-00055 in. (00508-00 139 mm,) 

0-017-0019 in. (0-43-0 48 mm.) 

Positive Rotator Fitted 

45*30' to 45*45* 

3711-0-3718 in, (9-4259-94437 mm.) Standard 

0474 Mr 3748 m, (9-502-9 -520 inm,) 0*003 in, (0076 mm.) Oversize 

0-3861-03868 in. (9-307-9-885 mm.) 00 15 in. (0381 ram.) Oversize 

0-401 1-0-4018 in, (1 0*1 8 8- 10-206 mm.) 030 to. (0-762 mm.) Oversize 

1-800*1-810 in. (45-720-45-974 mm.) 

00010-00045 in. (0-0254-0 0U4 mm.) 

00 14-0-0 16 in. (0-36-041 mm.) 



t> FORD MOTOR COMPANY LTD.. 1907 



PAGE &i 



- PART 1-ENGJNE SYSTEMS 



Vatlve Timing — Ford 5000 

Intake Opening 
Intake Closing 
Exhaust Opening 
Exhaust Closing 



Guoiinc 

10*BT-D,G 

106*A.B.D.G 

45'B.B,D<C. 

i7 B A,T,D.G 



Dieael 

10*B/TD.C 
34*A.B.D.C 

37*B.B.D.C. 
7'A.T.D.G 



Valve Timing— Ford 3000 and Ford 4000 

Produced before Date Code LI S5 Produced after Date Code LI 85 

KTB.T,D.C 

106*A.B.D.G 

45*B,BDX, 

7'AXD,C 



Intake Opening 


10«B,T.D.C. 


Intake Closing 


96'AIDC 


Exhaust Opening 


37*B,B.aC 


Exhaust Closing 


7'A.T.D.C 






Valve Timing— Ford 2000 




Intake Opening 




[make Closing 




Exhaust Opening 




Exhaust Closing 




Valve Seat* 




Seat Angle 




Seat Runout 




Seat Width 




Intake 
Exhaust 




Crankshaft Drive Gear 




Number erf teeth 




Timing Mark 








Camshaft Drive Gear 




Number of teeth 




Timing Mark 




Hnd play 




Bushing Inside diameter 




Adapter Hole outside djamcicr 




Backlash with crankshaft gear 





10'B/T.D.C. 

34"A.B.D.C 

37 e B.B.D.G 

7*A.T.D.C 



at TJ3.C 

106*A.B.D.C 
27 S B.B.D,C, 
17'A.T.D.C. 






10*BT.D.C. 
34'A.B.D.C. 

37°BB.D T C 
7*A.TD.C 



44' 30/ to 45* (T 

0015 in. (0-381 mm,) T,LR. Max. 

0080-0102 in, (2-032-2*590 nun.) 
0084-0106 in. (2-1 33-2 692 mm,) 



26 
Punch Mark on Twwr 









47 






Backlash with camshaft gear 

Fuel injection pump or Governor drive gear 



Punch Mark, Three Places 

0001-0-01 1 in. (0025-0-28 mm.) 

20OQ5-2O015 m. (50 81-50-83 mm,) 

1-9985-1-9990 in. (50-76-50-77 mm.) 

0-00 1-0-006 in, (0-025-0- 1 5 mm.) Gasoline 

0O01-0O09 in- (0^025-0 23 mm) Diesel 

001-0-006 in. (0025-015 mm.) Gasoline 

0-001-0-009 in. (0-025-0-23 mm,) Diesel 

QO01-0O12 in, (0 02S-0-30 mm.) 






PAGE 60 






■*• ,.tTJ vsiA*»t*0 **!••» ■**■ 



CHAPTER 3 



Number jf te«h 
Timing Marl 
Timing Gear Back!* ah 

Rocker Arm Shaft 
Shaft Diameter 
Support Diameter (I.D.) 















Rocker 


Arm 


Inside D 


i a meter 


Tappet 




Type 





52 

Punch Mark on Tooth Space 

0-003-GOQ8 in. (0076-0-203 mm.) 

I 000-1 001 in. (25 400-25-425 mm.) 
1-002-1004 in. (25 450-25501 mm.) 



1003-1004 in. (25-476-25-501 mm,) 









Clearance to Bore 
Tappet Diameter 
."appet Bore Diameter 



Crankahitft 

Main Journal Diameter 















Main Journal Length 
Main Journal Wear Limits 
Main and Crankpin Fillet Radius 
Thrust Bearing Journal Length 
Intermediate Bearing Journal Length 
Rear Bearing Journal Length 
Crankpin Journal Length 
Crankpin Diameter 



End Play 

Crankpin out of round 

Taper- surface parallel to centre line of main journal 

Crankshaft Rear Oil Seal journal Diameter 

Crankshaft Pulley Journal Diameter 

Crankshaft Timing Gear Journal Diameter 

Crankshaft Flange Runout 



Barret (shallow push rod socket) 

or Partly hollow mushroom foot 

(deep push rod socket) 

0-0006-0-0021 in. (0O 152-0 0530 mm,) 

0-9SB9-0-9S94 in. (251180-25- 1303 mm) 

0-990-0-991 in. (25146-25171 mm.) 






3*371 8-3-3723 in. (85 643 -8 5 -65 6 mm.) Red 

33713-3-3718 in. (85 631-85-643 mm.) Blue 

1 455-3 465 in. (36-957-37 211 mm.) 

0-005 in. (0-076 mm.) Maximum 

01 2-0 14 m (3-048-3*556 mm) 

1459-1-461 in, (37-058-37 109 mm.) 

t -455-1 465 in. (36-957-37 211 mm.) 

1-485-1-515 to. (37-719-38*481 mm,) 

1-678-1 -682 in. (42-671-42*875 mm,) 

27496-27500 in, (69 839-69-860 mm.) Blue 

2-7500-2 7504 in, (69-86-69S7 mm,) Red 
0004-0-008 in. (0-1 02-0 203 mm.) 

0002 in. (0 005 mm.) T.LR. 

0002 in. (0'005 mm.) m/in. 

4-814-4-808 in. (122 710-122123 mm,) 

1-75 1-1-750 in. (44 475-44 450 mm.) 

1-821-1-820 in. (46-253-46 21% mm.) 

0015 in. (0-OJ B mm.) Mas, 



7-67 



© FOftO MOTOR COMPANY LTD., 1»7 



PAGE 61 



Main B raring 

Number 

Thrust i«kai by 

Liner Length (except thrust liner) 

Liner Length (thrust Liner) 



PART 1-ENGINE SYSTEMS 















4 (3-Cylinder) and 5 (4-CyLnder) 
2nd Mi in (3-Cylinder) and 3rd Main (4-Cy Under) 

H0-H1 in. (27 94-2a 19 mm.) 
1-433-1-455 in. (36-906-36-957 mm.) 



Identifying 

Mark 


Colour 
Code 


Material 


Wall 
Thickness 


Specified 
Clearance 


PV or G 


Red 


Copper Leid 


1245-0 U50 in, 
(3-1623-3-1750 mm 


O0O22-0 0045 in. 
(0-0559-0- 114? mm.) 


PV or G 


Blue 


Copper Lead 


0-1 249-0 1254 in. 
^•1724-31861 mm.) 


0-OQ22-0-0045 in. 
(0 0559-0 1143 mm.) 


G and AL 


Red 


Aluminium Tin Alloy 


0- 1245-0- 1250 in. 
(3 1623-3*1750 mm.) 


00022-0 0O45 in. 
(0-0559-0-1143 mm.) 


G and AL 


Blue 


Aluminium Tin Alloy 


0-1 249-0- 125 4 in. 
(3-1724-3 1861 mm.) 


OO022-00045 in. 
(0 0559-0114? mm.) 



Craukpin Bearings: 

Number 
Liner Length 






Identifying 
Mark 

PV or G 



PV or G 

G snd AL 















Colour 

Red 
Blue 
Red 



G and AL 






Blue 









Material 

Copper Lead 

Copper Lead 

Aluminium Tin Alloy 

Aluminium Tin Alloy 



3 (3-cyUnder) and 4 (4<ylimter) 
1-40-1-41 in. (35-56-35-81 mm.) 



Wall 

Thickness 

00943-0*0948 in. 
{2-3952-2-4079 mar) 

00947-00952 in. 
(2-4054-2 4181 mm.) 

O0939-CHO944 in. 
(2*385 1-2-397* mm.) 

0943-0-0948 k. 
(2-3952-2-4079 mm.) 



Speciaed 
Clea ranee 

0017-00038 in 
(0 -0432-O-O965 mm.) 

0017-0 0058 in- 
{0-04 3 2-0-09 65 mm.) 

00025-0 0046 in. 
(0-0635-0-117 mnx) 

0025-0 0046 in. 
(00635-0-1 17 mm,) 












PAGE 62 



(St YMA*Jll*3 «9T»*A OH*, ft 



CHAPTER 3 



Crankshaft Regrinding 

When re-grinding a crankshaft, the main and crankpin journal diameters ahouJd be reduced the same amount as the under- 
sizc bearings used. The following dimensions apply. The rear end of the crankshaft should be located on the 60° chamfer of 
the pilot bearing bore. 






Under* ize liparingi Available 

0-002 in. (04)508 mm.) 

010 in, (0 254 mm.) 

020 in, {0-508 mm.) 

0-030 in, (0762 mm.) 

040 in. (1 016 mm.) 


















Crankpin Journal Diameter* 
002 in (0 0508 mm.) 
0010 in, (0-254 mm.) 
0-020 in, (0 508 mm,} 
0*030 in. (0 762 man.) 
0040 in. (1016 mm.) 















Crankshaft Balancer—* ^Cylinder 

Gear Backlash 
Shaft-to-Bushing Clearance 
Shaft Diameter 









- 



Camshaft 
Number of Journals 
Bearing Journal Diameter 
Bearing Clearance 
End Play 
Thrust Taken By 






Main Juurnal Diameter* 

3-36*8-3*3693 in. (8 5 -5929-85 -5 809 mm.) 
3-3623-3*3618 in. (85-4024-85-3897 mm.) 
3-3523-3-3518 in. (85- 1484-85- 1357 mm.) 
3M23-33418 in, (84-8944-84 -SB 17 mm.) 
3-3323-3-3318 in. (84-6404-84-6277 mnO 






2-7480-2-7476 in, (69 7992-69*7890 mm.) 

2-7404-2 7400 in. (69-6060-69-5900 mm.) 

2-73O4-2-730O in. (69 3521-69 3420 mm.) 

2-7204^2-7200 in. (69-0980-69 08 SO mm.) 

2-7104-27100 in. (68-844O-68-8340 mm.) 



002-0 010 in, (0 0508-0 254 mm.) 
00002-00008 in. (00050-0 0203 mm.) 
09R95-14MG tn. (25-3673-25-400 mm.) 



4 p-Cylinder) and 5 (4-Cylinder) 

2*3895-2*3905 in, (60-6933-607187 mm) 

001-0 003 in. (00254-OQ762 mm.) 

O-QOi-0-007 in. (0 0254-1 -7780 mm.) 

Thrust Plate- Front 



'ling Rodi 

Small End Bushing (ID) 

Clearance Bushing-to-Pistcm Pin 
Side Float 
Maximum Twist 
Maximum Bend 



1-5003-1-5006 in. (38*1076*38-1152 mm.} 

0005-0 0007 in. (001 27-0-0177 mm,) 

0*007-0013 in. (0- 1778-0-3302 mm.) 

0012 in. (0-3048 mm.) 

0-004 in. (frlOI6 mm) 



7ffT 



€9 FORD MOTOR COMPANY LTD.. 19C7 



PAGE 63 



PART 1-ENGINE SYSTEMS 



Pistons 

Material 
Make 









FORD 2000 
Gas Diesel 



FORD 3000 
Gis Diesel 






FORD 4000 
Gas Diesel 



Aluminium Alloy 
Auto thermic taper sides 

FORD 5000 
Gas Diesel 



5 26 ins. 5-28 ins. 5 26 ins. 50S ins. 506 ins. 4-98 ina, 5 06 ins. 5GB ins. 

(133 60mm.) (134*11 mm.) (13360mm,) (12903 mm.) (12854mm) {12649 nun.) (128-54 mm.) {12903 nun,} 



Niimlirr of Compression Ring Grooves 
2 3 2 

JNumlier of Oil Ring Grooves 

1 1 1 



I 



1 



Skirl-io- Cylinder Clei ranee 

0-0027 ul 00075 in. 00027 in. 00075 in. 00032 in. 

(0 0686 mm.) (0 1905 mm) (0 0686 mm.) (01905 mm.) (0-8128 nun 

00037 in. 00085 in, 0-0037 in, 00085 in + 00042 in. 

(0 0939 mm,) (0 2159 mm.) (00939 mm,) (02159 mm) (08627 mm. 



0080 in. 
) (0-2032 mm.) 

0090 in. 
) (0-2286 mm,) 



00027 In, 00O75 in. 

(0-0686 mm.) (0-1905 mm/ 

0-0037 in, 0O85 in. 

(0-0939 mm) (02159 mm.) 



Taper (GuUif-Round) 

O-OO05 in. 0.005 in. 
(0 0127 mm.) (0,127 mm,) 

0-0015 in, 00025 in. 
(00381 mm.) (00635 mm ) 

Grading Diameter 

4-1975 in. 4-1927 in. 
(106 62 mm,) (106 52 mm.) 



4 1952 in 



4-2000 in. 



(106 68 mm.) (106-56 mm.) 



00005 in. 0.005 in. 0Q0OS in. 

(0 0127 mm.) (01 27 mm) (0-0127 mm 

OO015 in. <KH>25 tiu 0-0015 m. 

(00381 mm) (00635 mm) (0O38I mm 



4-1975 in. 41927 to, 4-3970 in, 

(106 62 mm.) (10652 mm.) (111-62 mm. 
IN INCREMENTS OF00OO5 in (0 

4 2000 in. 41952 in. 4-3995 in. 
(IflrtftSmm.j (106-56 mm.) (11175 mm 



0.005 in. 
.) (0.127 mm) 

0-0025 in. 
.) (00635 mm.) 



4-3922 In. 
) (11 1-47 mm.) 
0127 mm.) 

4-3947 m. 
) (1066a mm.) 



00005 in. 0.005 in. 

(0^)127 mm.) (0.127 mm.) 

04015 in. 0-0025 m 

(0-0381 mm.) (0-0635 mm,) 



41975 in, 4*1927 in. 

( 106^ 62 mm ( 1 06-52 mm.) 

4 2000 in. 4-1952 in. 

( 106^68 mm.) ( 1 06-56 mm.) 



Pinion Pin Clearance: 

Pi* ton Crown to Block Fice 

All Diesel Models 
3-CyJlnder Gasoline 
4 -Cylinder Gasoline 



0003-0 0005 in, (0 0076-0 0127 mm.) 



-0-OH/-0 002 in. 
-0034/-0 022 in. 
-O041/-0029in- 



(-0-36/-0 05 mm.) 
(-G-86/-0-56mm>) 
("l-O4/-O74mm0 



PAGE W 















^iiton Rings 
Oik 
Type 

Number and Lot anon 

Material 

Finish 

Width 

Cap Width 
Compression : 

Number and LocaL ion — Diesel 

—Gasoline 
Type— Top 

— Intermediate: 
Material 
Fi n ish — Di est! — Top 

— Intermediate 
Fiiti Jh— Ga soil nc — Top 

— Intermediate 
Width— -Top 

— Intermediate 
Radial Wall Thickness— Top 



CHAPTER 3 










D iescl — I ntcrmed ia ic 



Gasoline — Intermediaie 






Slotted with Hxp&ndcf 

1 Above Piston Pin 

Cast Iron 

Chrome Plate 

O-1S59-0L m in. (47219-4-7396 mm.: 

0-01 3-0 033 in, (0'330-Q 84 mm,; 

J Top and 2 Intermediate above Piston Pin 

1 Top and 1 Intermediate above Piston Pin 

Barrel Face 

Straight Face — Inner Bevel 

Cast Iron 

Chrome Plate 

1 Chrome Piste, 1 Plain 

Chrome Plate 

Plain 

00929-0-0936 in. (2-36-2*37 mm.} 

0.0925 009*5 in. (2-25-2*37 mm.) 

01 78 in. (4-521 mm,; Maximum 

{4-200 in, (1Q6-63Q mm.) Bore) 
0-184 in. (4 - 673 mm.) Maximum 

(4400 in. (U 1-760 mm.) Bore) 

0-178 in. (4-521 mm.) Maximum 

(4-200 in. (106-680 mm.) Bore) 

0184 in. {4673 mm.) Maximum 

(4400 iru (111-760 mm*) Bore) 

165 in. {4191 mm.) Maximum 

(4-200 in. (106-5* mm.) Bore} 

0-165 in. (4-191 mm.) Maximum 

(4-400 in { 1 11- 76 mm.) Bore? 






Side Clearance 
Gasoline: 

Top compression 
2nd compression 
Oil control ring 
Diesel : 

Top compression 
2nd compression 
3rd compression 
Oil control ring 
Gap Width— Top 

— Intermediate 

Detailed installation instructions and specifications are furnished with each set 









00046 00029 in, (0 117 0-074 mm.) 

0*0045-0-0025 in. (0-114-0 064 mro.) 

0003 1 r>014 in. (0 079 0036 mm.: 






j 



0-0044-0 0061 in. (0 1 1 1 7-0-1548 mm.) 

00039-0 0056 in, (0 099-0 1422 mm^ 

0-0039-00056 in, (0 099^01422 mm.) 

0-0024-00041 in. (0-0609-0 I04L mm.) 

0*012-0-038 in, (0-305-0-965 mm.) 

0-010-0035 in. (0 2540-889 mm] 

of piston rings. 



7 67 



FORD MOTOR COMPANY LTD 



,. 1H? 



, -~ ■ 



PAGE S5 



PART 1— ENGINE SYSTEMS 






Outside Diameter 



1-49H-1-5000 in. (3S 0923-38 1000 mm} 






Fly-wheel 

Number of Gear Teeth— Diesel 

— Gasoline 
Runout of Clutch Face [bcrween ouier edge of friction surf ice tod mounting bolt hotel) 
Ring Gear runout 






128 

162 

0-0O55 in, (0 137 mm.) 

0025 in, (0 635 mm.) 









Lulifiraticm System 




Mi in Bearings 




Connecting Rod Large Bearings 




Piston Pin Bushings 




Cylinder Wills 




Camshaft Bearings 




Timing Drive 




Tappets 






Push Rods 




Rocker Arms 




Dynamic Balancer 




Capacity—Refill 




Capacity— 


-Dry Fill 























Pressure 

Pressure 

Splash 

Splash 

Pressure 

Squirt 

Splash and Drain 

Drip from Rocker Arms 

Pressure (Intermittem Flow) 

Pressure and splash 

6 qts, [5 imp. Qts) (5-7 Ltrs.) 

8 qts. (6-7 imp. Qts.) (76 Ltrs.) 



Engine Oil Grade: 

Consult the operator's manual for recommended oil types and viscosities for gasoline and diesel engines 



Oil Pump 
Rotor Clearance 






Rotor-to-Fump Housing Clearance 
Rotor End Play 
Pump Pressure 
Relief Valve Pressure 
Relief Valve Spring Tension 



000 1-0006 in, (0 0254-0-1524 mm.) 

006-0011 in. (0- 1524-0-2794 mm,] 

0O01-OQO35 in. (&Q25+-Q 0889 mm.) 

*Q-70 p.s.i. (4-2-4-9 Kg. sq. Cm.) at I p 000 r.p.m. 

60-70 pti. {4-2-4-9 Kg, sq. Cm.; at 1,000 r,p>m. 

1-07 in. (25-57 mm.) under 10-7-11-9 lbs, load 






• 





















PAGE H 



<*•- MptWk 



Cooling Syftl#m 




Cipicity— Ford 20GQ 




—Font 3000 




—Ford 4000 




—Ford 50OQ 




Radiator Cap Pressure 




Fan Belt Deflection 
Wtier PumpT 

Type 

Drive 




Thermostat : 




Opening Temperature 




Full Open 









































- CHAPTER 3 


















13-2 Qts. (11*0 Imp. Qts.) (12-5 Lin.) 
US Qt^ (115 Imp. Qts,^ (15-* Ltr$0 
140 Qts. (11-6 Imp. Qts,) (IH Lm.) 
15 3 Qis. (1275 Imp. Qts.) fl+S LtfO 

7 p,s>t, 
§ in, (12700 mm.) Maximum 

Centrifugal 
V-nelt 

18S P F (37-6'C.) 
212*F. (100'C) 












■ 



























7/67 












© FORD MOTOR COMPANY LTD<> 1»7 



PASf 87 



PART 1-ENGfNE SYSTEMS 



Tonrur Specification* (Luliricatrd Threads) 









Main Bearing Bolts 

Connecting Rod Nuts 

Cylinder Head Bolts (with Engine Cold) 

Intake Manifold-to-Cylinder Head 

Exhaust Manifold-to-CylindcrHcad 

F t wheel - 1 o- Cranksha ft 

Oil Fan Drain Plug 

VaJve Rocker Cover Bolts 

Crankshaft Pulley-to-Crankshaft 

Self -Locking Screw — Valve Rocker Arm 

Injector Attachment Bolts 

Oil Pump to Block 

Water Pump-to-Cylinder Block 

VVaicr Pump Cover-to- Pump 

Oil Pan~io-Cylinder Block (Stamped) 

Oil Pan-io-Cylinder Block (Qwt) 

Injector Line Nuts 

Injection Pump-to-From Adapter Plate 

Camshaft Drive Gear- to- Block 

Spark Plug* Dry Thread) 

Front Adapter Platc-to-Cylinder Block 

Front Cover-to-From Adapter Plate 

Camshaft Gear Bolts 

Oil Filter Retaining Bolt 

Oil Filter Mounting Bolt Tmcrt 

Starting Motor-to-Rcar Adapter Plate 

Dynamic Balancer — Cylinder Block 

Governor Drive Gear Nut 

Oil Pump Gear Stop 

Oil Pr -ure Swttdl Aucmbly 



Tli read 


Pounds 


Metre 


SlEC 


Feel 


ki hip rums 


9/16-12 


115-125 


1589-1723 


7/16-20 


60-65 


8-30-8-99 


1/2 -U 


95-105 


13-13-14-51 


3/8 -16 


23-28 


M&-387 


3/B -I* 


25-30 


3>46^4-14 


9/16-1$ 


100-110 


13 82-15-2] 


7/S -16 


25-35 


3-46-4 84 


5/16-18 


10-15 


1-38-207 


3/4 -16 


130-160 


17-96-2212 


7/ J 6-20 


9-26 


1-24-3-59 


5/16-24 


10-15 


1-38-2*07 


3/8 -16 


23-28 


318-387 


3/8 -W 


23-28 


3*18-387 


5/16-1* 


19-22 


2-49-304 


3/8 -16 


20-24 


2*76-3-31 


3/8 -16 


30-35 


4<15^4'84 


M12xl 5 


13-22 


249-3 04 


5/16-24 


20-25 


2-76-3 -4 6 


1/2 -20 


100-105 


13-82-14-51 


14 mm. 


26-50 


3-59-4- 15 


5/16-ia 


13-1S 


1-80-2*49 


5/16-18 


13— IS 


1-80-2-49 


7/16-1+ 


4(M5 


5-54-622 


3/4 -16 


45-50 


622-6-91 


M/K -12 


120-130 


1658-17-96 


7/16-14 


30-35 


415-4 84 


i/2 -n 


60-70 


830-9-68 


7/8 -20 


95-105 


1313*1451 


I i/a -16 


65-75 


S'99-10-37 




20-25 


2-76- 346 



Torque specification.*! not listed above: 



Thread 


IViunrJn 


Metre 1 


Tli read 


Pounds 


Mel re 


Site 


Fret 


Kilograms 


Size 


Feel 


Kilograms 


1/4 -12 


6-9 


0-83-1-24 


7/16-14 


45-SO 


6-22- 6-91 


1/4 -28 


6-9 


83-1-24 


7/16-20 


50-60 


6 91- 8 29 


5/16-18 


12-15 


1-66-2-07 


1/2 -13 


60-70 


8 29- 9 68 


5/16-24 


15-18 


207-249 


1/2 -20 


70-80 


9-68-1106 


3/8 -16 


20-25 


2-76-346 


9/16-18 


85-95 


11-75-1313 


3/8 -24 


30-35 


4-15-4-84 


5/8 -18 


130-145 


17*96-20 04 


• AGE 64 






«TJ VM**t»f3 #©TfjM «** 







CHAPTER 3 - 



3. SPECIAL TOOLS 



Tool No* Description 

5W 501—1 .< ••..» •>•.« Remover ind Replacet 

or CFT 6040 tad CT*06* Remover ind fteplaeer 

" "" ■* «" Ll < - Flllill llf + »IIIIFt + 1l ■ ■ ■ -i -h ft ri Mitti ■ T U^C ACUDIDx CS-I fa 

SW 506 with , .. .....+. Driver 

N $26l-A . Handle 

or SW 16 ...►...„.».«... Remover ind Replace: 

■ VW ■ J H k P I M * P I I ^ ^ A I I ^-i i i ■ ■ ■ l i ■ d ■ I ■ ■ ■ i (■■■■■■■>■■■■■•■ ■ ■ ■ i ■ ■ i JTLuAOICT 

SW 520 *<.<>.* Crankshaft Rear Oil Seal Installer 



Tool No. 



Description 






511 *.., . Puller 

625-1 Shift Protector 



630-1 Step Plate 

U Jl/™ I" '■■■jr*rtiiifiiiiiftiiiiffiili44vit + iM + «M4|iii« m J L t jJ A7 In LC 

809 „* ,..,„ Adapter 

814 ..,. „...„.. Driving Mandrel 

bij ....,.. ( . m «ii ,,+!,,+,,...... xjnvinj ivianQrci 



7/17 



$ FORD MOTOR COMPANY LTD., tW 



PAGE SO 






PART 2 
FUEL SYSTEMS 



I 



Part 2 

FUEL SYSTEMS 

Chapter 1 
FUEL SYSTEMS GENERAL-GASOLINE 

Section Page 

1 Description and Operation . „ * , * , . * . * * * - . 1 

2. Adjustments . . , . . . . , 4 

Vi AJ+JF' - 1 /PC JHk-lT %-rlvHllVfc rr- t-T-rBBBrriaiaaaarraJtlitAaJi-** 444-1 1 + + - + fl 

4 t Fuel Tank, Fuel L'mts, Fuel Pump, and Fuel Filter and Sed ment Bowl . 5 
5. Carburetor ****** .**,********. 6 



Chapter 2 
FUEL SYSTEMS GENERAL-DIESEL 






Section Pajjr 

1. Description and Operation , f .**.•** ,.*..* 1 1 

2. Adjustments . . . * 13 

3. Oil Bath Type Air Cleaner * « * . , , IS 

4. Fuel Tank, Fuel Lines, and Fuel Filters • . 16 

5. Fuel Lift Pump Super Major 5000 ****** * * * * * * « 17 

<L Fuel Injection Pump ,,**..,*< + .. + + . + ****., 18 

T/ttS O fQRD MOTOR CO, 1f*5 PAGE 



Part 2 

FUEL SYSTEMS 






Chapters 
INJECTORS 



Seil mil Page 

1. Description and Operation « », , 21 

2. Removing and Installing Injectors . . . .^* . .. , .* , - - 32 

3. Injector Testing . ......... , 22 

4. Injector Overhaul ».» *-*-.**«•*****«•-*•*• + « 24 

5. Storage of injector? * * mm 26 



Chapter 4 

TROUBLE SHOOTING, SPECIFICATIONS, 
AND SPECIAL TOOLS 






Section Page 

■ 

1, Trouble Shooting -*.* **. ■>> + *<*. • 27 

2. Specifications 31 



Jh OpCt 111. Li 1 OOIS p k ■ , ■ ■ 4 ■ -m m m m m m m f # * ♦ # * * * .* * ■*.'*. *,* * * * * * ■ # » * * » * * ► * ■ ** J 1 * 



PAGE ii 



Part 2 



FUEL SYSTEMS 

Chapter 1 



FUEL SYSTEMS GENERAL-GASOLINE 

Section Page 

L Description and Operation ,,.,,, ., + + . v . * . . . I 

2. Adjustments . . . . . . . 4 

3. Dry-Type Air Cleaner , 5 

4. Fuel Tank, Fuel Lines, Fuel Pump, and Fuel Filter and Sediment Bowl . 5 

5. Carburetor h > t « 6 









1, DESCRIPTION AND OPERATION 



AIR CLEANER 

The air cleaner. Figure I t is located above and to the 
rear of the engine, ft ii a paper element dry- type air 
cleaner. The air intake for the air cleaner is located at 
the top front of the radiator hood panel. As air enters 
the air intake, large foreign part idea are rejected by a 
coarse screen, or filtered out by louvers on the air intake 
cover. Air is channeled through a tube into the air 
cleaner. This air is directed around the outside of the 
paper element filter. At this point any coarse dirt par- 
ticles that may have passed the Louvered intake cover 
are collected at the bottom of the cleaner housing and 
down into a rubber boot at the bottom of the cleaner. 
The boot has an opening slot in the bottom for dirt to 
escape. After the air is filtered through the paper 
element, the clean air passes through an air tube to the 
carburetor. 

CARBURETOR 

The carburetor. Figure 2, is an updreft single venturi 
type and has an aluminum die cast housing. It consists 
of two major castings; the carburetor body and the fuel 
bowl. The function of the carburetor is to mix air end 
fuel in the proper proportions and to supply this mixture 
to the engine in the proper amount and at the proper 



time. To achieve this result the carburetor is designed 
with four metering systems: the idle system, the main 
metering system, the power system, and the accelerator 
pump system. In addition, there is a float system to 
maintain the supply of fuel, and a choke system to assist 
in starting a cold engine. 



AIR INLET 



DIRT PATH 



GASKET 



FILTER 
GUIDE 




AIR OUUET 



ACCESS 
COVER 



U 



DLTST 
PORT 

, AUTOMATIC 
DUST UNLOADER 






Figure 1 
Dry -Type Air Cleaner 



1/fl5 



© FORD MOTOR CO. 1965 



PAGE 1 



■PART 2-FUEL SYSTEMS* 



MAIN DISCHARGE 

Norm 




NEEDLE 
VALVE 



FLOAT 



Flgura 2 

Carburetor 



The idle system, the main metering system, the power 
system, and the pump system ore contained in a cluster 
in the middle of the carburetor body and are entirely 
surrounded by fuel. By having these metering com- 
ponents positioned in this manner, the fuel tends to keep 
the components cool, thus nRsi sting in the metering of 
liquid fuel rather than vapors. The location and fact that 
the metering components are surrounded by fuel, per* 
mits operation of the tractor at extremely steep angles 
on hillsides. The carburetor is equipped with a brass 
float and stainless steel float lever and hinftcpin. 

A. Float Syalem 

The float system. Figure 3> controls the, level of fuel 
in the fuel bowl and admits fuel as requirqp to maintain 
the proper level. The position of the fuel 
controlled by the float. As the fuel lev** 



drops, the float drops, allowing the fuel i let needle to 



admit fuel. As the fuel level rises, the flo i 



the fuel inlet needle which shuts off the fad supply 



B* Idle Syatem 

The idle system, Figure 4, controls the 
idle and at minimum power operation whr 
vacuum is relatively high. The fuel used 
minimum power operation enters through 
jet which is connected by a passage in 
cluster cover to the main well. From ther 
through the idle feed restriction and u] 
Air enters the idle air bleed in the low 



PAGE 2 



nlet needle is 

in the bowl 



rises, closing 



w of fuel at 
the manifold 
ring idle and 
he main fuel 
the metering 
khe fuel flows 
he idle well. 

skirt of the 






MAIN DISCHARGE 
NOZZLE 

ftlEL BOWL VENT 



FUEL INLET NEEDLE 
FUEL INLET 




SPRING 



FUEL BOWL FUEL FLOAT 
HINGE 



Figure 1 
Float and CKokt Systems 

venturi and partially vaporizes the fuel. This mixture 
travels up the idle passage to the idle orifice where it is 
regulated by the idle adjusting screw. The flow of fuel is 
the result of a differential in pressure created by the in- 
take vacuum. As the throttle plate is opened, the idle 
transfer orifice is exposed to the reduced pressure and 
the fuel and air mixture is discharged out of both ports, 

C. Mat n Metering Sy&iem 

The main metering system, Figure 5 P supplies fuel dur- 
ing al] phases of engine operation above the operating 



IDLE FUEL ADJUSTMENT SCREW 



IHROTTLE PLATE 



IDLE PASSAGE 
ATMOSPHERIC 
PRESSURE 




AIR HORN 



• AIR 

■ FUEL 

■ A1R.FLJEL MIXTURE 



MAIN WELL 



IDLE WELL 



IDLE FEED 
RESTRICTION 



Figure 4 
Idle SyiUm 



-CHAPTER 1 



range of the idle system. As the throttle plate is opened 
further and air flow increases, a partial vacuum is 
created in the venturi of the carburetor. When sufficient 
vacuum ia produced, fuel flows through the main jet and 
into the carburetor main weJI, The fuel is then partially 
vaporized by the air entering through the main well or 
high speed air bleed in the lower skirt of the venturi. The 
air enters the main well through the main well tube. 
This fuel and air mixture is discharged out of the main 
discharge nozzle where it ii vaporized further by the air 
passing through the venturi. As the throttle plate is 
opened wider, the idle system begins to fade and the 
main metering system continues to supply a greater 
portion of the fuel. 

D* Power System 

The power system , Figure G< is controlled by vacuum 
and is operated by a synthetic rubber valve attached to 
the bottom end of the accelerator pump piston assembly. 
During normal load operation, the high manifold vac- 
uum on the top of the pump piston is sufficient to 
compress the pump spring and hold the synthetic rubber 
valve off of the channel restriction seat. This will also 
permit the fuel to flow in through the pump inlet orifice, 
through the channel restrictor and into the main well, 
supplementing the fuel entering the main jet. 

The power system is open and in operation during 



high and intermediate manifold vacuum conditions and 
is closed at wide open throttle or extremely low vacuum 
operation, 

E. Accelerator Pump System 

The accelerator pump system. Figure ? t is operated 
entirely by manifold vacuum. During acceleration, the 
manifold vacuum drops, and the pump spring forces the 
pump piston down. Fuel is forced up the accelerator 
pump channel lifting the pump discharge check off of its 
seat. The fuel then flows through a metering orifice and 
is discharged through the pump jet into the air stream 
above the venturi. When tfie throttle is doted, the high 
manifold vacuum overcomes the spring tension and lifts 
the pump piston and prepares it for the next Cycle, 

F. Choke System 

The manual choke system, Figure 3, consists of a 
choke plate and shaft assembly. An air valve in the 
choke plate permits the engine to breath upon initial 
start until the choke plate can be opened, A spring on 
the shaft holds the choke plate open during operation. 
The function of the choke plate is to restrict the air 
flow into the carburetor which causes a higher vacuum 
on the main discharge nozzle; this, in turn* gives a 
richer mixture for starting the engine. 



MAIN DISCHARGE 
NOZZLE 




MAIN JET 



lAlfl 

|FUEL 

(AIR FUEL MIXTURE 



Al* BLEED / IN W EH TUBE 
MAIN WELL 



Figure S 
Main Metering System 



[PUMP PISTON PRESSURE 




PUMP 
SPRING 



A lit HORN 



SYNTHETIC 

VALVE 



V 

POWER VALVE 
MANIFOLD VACUUM , NlE | ORIFICE ftJM? iNtET 6M1 
AIR 
FUEL 

AIR-FUEL MIXTURE 



Figure 6 
Power System 



1/65 



FORD MOTOR CO 1965 



PAGE 3 



.PART 2-FUEL SYSTEMS- 



FUEL PUMP 









The fuel pump is mounted on the engine front cover- 
It contains a screen, diaphragm, driving mechanism,, and 
inlet and outlet valves. The pump is driven by an 
eccentric bolted to the engine camshaft. 



TANK, FUEL LINES, AND FLEL 
FILTER AND SEDIMENT HOWL 

The fuel tank ia located to the rear and above the 
engine, The fuel outlet and shut -off valve is located at 
the front bottom right -band side of the tank. 

The fuel lines run from the tank outlet to the fuel 
pump, to the fuel filter and sediment bowl, and uien to 
the carburetor. 

The fuel filter and sediment bowl is located between 
the fuel pump and carburetor. The bow! traps conden- 
sation and dirt particles that may flow through the fuel 
lines from the tank. 



PUMP JET- 
METERING OftlFO- 

PUMP 
DISCHARGE 

CHECK 



ATMOSPHERIC 
PRESSURE 




PUMP 
INLET 

BALL 



MANIFOLD VACUUM 

AIR 

FUEL 

AIRFUEL 



ACCELERATOR PUMP 

CHANNEL 



Figure 7 

Accelerator Pump System 






2. ADJUSTMENTS 



CARBURETOR AND GOVERNOR LINKAGE 
ADJUSTMENTS 

There are two adjustments on the gasoline carburetor. 
AS shown in Figure 8. They are the idle fuel adjustment 
and the idle speed adjustment. 

A. Preliminary Adjustment 

L Set the idle speed adjustment screw so the throttle 
plate is slightly open. 

2. Turn the idle fuel adjustment needle in until it is 
lightly seated, and back off one full turn. 

3, Make sure that the fuel tank shut -off valve ia 
to the "ON" position. 

4- Pull the choke knob, turn on the ignition, start 
the engine, and push the choke knob part-way in 
until the engine runs smoothly. 

5. After the engine has reached normal operating 
temperature, push the choke knob all the way in. 



specified rpm, page 31. On new engines, it may be 
necessary to set the low idle speed slightly higher 
for the first few hours, to prevent stalling. 

3. With the hand throttle in the wide open position, 
adjust the stop screw on the throttle linkage 
bracket to obtain the specified maximum no -load 
rpm. page 31. 

4- If these adjustments cannot be obtained, it may be 
necessary to adjust the throttle linkage. 



IDLE FUEL 
AOJUSTMENt 

NEEDLE 

IDLE SPEED 

ADJUSTMENT 

SCREW 



THROTTLE PLATE 
ARM 



I 



B. Final Adjiistinrnts 

L Turn the idle fuel adjustment needle out (counter- 
clockwise) until the engine begins to "roll'* from 
too rich a mixture, then turn it inward slowly 
until the engine is running smooth": y. 

2. With the hand throttle in the closed position 
(fully forward), turn the idle speed adjustment 
screw until the engine low idle speed is to the 




UEL INLET 
FITTING 



SET SCREW 



CHOKE 

BRACKET 

AND 

CLAMP 



Figure B 
Adjustments 



PAGE 4 






•CHAPTER t< 



3. DRY-TYPE AIR <:LK\m;k 



A, Removal 

J. Disconnect the carburetor air intake tube from 
the end of the air cleaner. 

2. Disconnect the air intake tube from the upper 
side oT the air cleaner. 

3. Remove the four bolts that attach the air cleaner 
to the rear engine baffle plate, and remove the 
assembly. 

4. Remove the filter element by loosening the thumb- 
screw and turning the cover until it is free to be 
removed* 



B. Inslal liit ion 

1. Install the filter element into the air cleaner, 

2. Position the air cleaner assembly on the rear engine 
baffle plate and secure it with the four bolts, 

3. Connect the air intake tube to the upper side of 
the air cleaner and tighten the clamp. 

4. Connect the carburetor air intake tube to the 
end of the air cleaner and tighten the clamp. 









4. FUEL TANK, FUEL LINES, FUEL 
PUMP, AND FUFX FILTER AND SEDIMENT BOWL 



FUKL TANK 

For removal And installation of the fuel tank, refer to 
page 16. under "FUEL TANK. A. Removal ." 

FUEL UNES 

A* Removal 

1, Turn the fuel tank shut -off valve to the "OFF" 
position and remove the line connecting the tank 
to the fuel pump by disconnecting it at both ends, 

2. Disconnect the line connecting the furl pump to the 
fuel filter and sediment bowl. Then, disconnect the 
fuel line from the carburetor fuel inlet fitting and 
remove the line and the sediment bowl. 



B, Installation 

1. Connect the fuel line from the carburetor to the 
fuel filter and sediment bowL 

2. Connect the line from the fuel filter and sediment 
bowl to the fuel pump. Connect the line from the 
fuel pump to the fuel tank. 

3. Tighten all fittings securely and turn the fuel 
shut-off valve to the "ON M position. Loosen the 
fuel filter and sediment bowl reamer screw to allow 
the bowl to fill with fuel. Tighten the retainer 
screw. 



FUEL PUMP 

A* Removal 

1. Disconnect the fuel tank line From the fuel pump. 

2, Disconnect the carburetor line from the fuel pump. 

3. Remove the two cap screws that retain the fuel 
pump to the engine front cover and remove the 
fuel pump. 

4, Remove the pin in the engine front cover that 
drives the fuel pump. It may be necessary to use 
a magnet or needle nose pliers to remove the pin. 

5. Inspect the drive pin for wear and install a new 
one if it appears to be worn or damaged at the ends. 

6, Remove the pump top cover by removing the hex 
head screw at the top of the pump and remove 
the screen. Clean the pump and screen in solvent 
and dry with compressed air. Install the screen 
and cover. 






B» Installation 






1. Install the drive pin in the front cover, 

2. Position the pump on the mounting flange on the 
front cover and secure it with the two cap screws 
and lock washers. 

% Connect the fuel inlet and outlet lines to the fit- 
tings on the pump. 



t/fi5 



© FORD MOTOR CO. 1*5 



PAGE S 



-PART 2-FUEL SYSTEMS- 



FUEL FILTER AND SEDIMENT BO* L 

A. Removal 

1. Turn the fuel shut- off valve to the "OFF" posi- 
tion. 

2^ Disconnect the inlet and outlet fuel lines from the 
furl filter and sediment bowl and i. move the as- 
sembly, 

3. Clean the bowl and filter and ch^ck the bowl 
gasket. Reinstall the bowl gasket. 



B. Installation 

L Connect the inlet and outlet fuel lines to the fuel 
filter and sediment bowl and tighten securely. 

NOTE: Tighten all ftttin%t rnrefuUy* as over' 
tightening may atrip the ihrvtuls* 

% Turn the fuel shut-off vatve to the "ON" position, 

3. Loosen the fuel filter and sediment bowl retainer 
sere wand allow the bowl to fill with fuel, Tighten 
the retainer screw. 



A. Removal 

1, Turn the fuel tank shut -off valve to (he "OFF" 
position. 

2. Loosen the air intake tube clamp at the carbure- 
tor and pull the hose off the carburetor. 

3, Disconnect the fuel line at the fitting on the 
carburetor, 

4, Disconnect the throttle linkage at the carburetor 

5. Remove the two nuts and lock washers that 
attach the carburetor to the intake manifold. Re- 
move the carburetor and clean the gnsket surfaces. 

6. Clean the outside of the carburetor with solvent 
and examine it for damage. 

B* DiftftMembly 

Refer to Figure 11 for identification of parts while 
disassembling the carburetor. 



5. CARBURETOR 

1* Remove the fuel inlet fitting and screen. 




FLOAT 



HINGE 

PtN 



fUEl INLET 
NEEDLE 



2. Remove the air horn plug retaining spring and 
air horn plug. 

3. Remove the re taming screws and remove the fuel 
bow|. 

4. Remove the hinge pin and float assembly, Figure 
9. The hinge pin is held in place by a baffle in the 
fuel bowl. When the fuel bowl is removed, the pin 
is free to be removed. 

5. Remove the fuel inlet needle. Figure 9. 

6. Remove the three screws retaining the metering 
duster cover and remove the cover and gasket. 
Figure 10. 

7. Using a screwdriver with a blade wide enough to 
contact both sides of the slot in the main meter- 
ing jet, remove the jet from the cover, 

METERING CLUSTER, 
COVER 




• «.!■».' 



Figure 9 
Removing the Float and Fuel Inlet Needle 



F naura 10 
Removing the Metering Cluster Cover 



PAGE 6 



CHAPTER 1 



THROTTLE PLATE SHAFT ASSEMBLY 



THROTTLE PLATE 



IDLE FUEL ADJUSTMENT SCftEW 



CARBURETOR BODY 



CHOKE ASSEMBLY 



FUEL INLET NEEDLE 



FUEL FLOAT ASSEMBLY 




PUMP PISTON ASSEMBLY 






FUEL BOWl 



MAIN JET 



AIR HORN PLUG AND RETAINER 



: V— METERING CLUSTER COVER 






SINTERED BRONZE PLUG 






Figure 11 
Carburetor— Disassembled 






8. Remove the accelerator piston and pump assembly. 
Figure 12. 

9. Remove the idle adjusting screw and spring. 

10. Scribe a mark on the throttle plate so it Can be 



reassembled in the same position. 

11. Removr the throttle plate screws and the throttle 
plate, 

12. Remove the throttle shaft and lever from the car- 
buretor body. 



1/65 



FORD MOTOR CO. IMS 



PAGE 7 



■PART 2-FUEL SYSTEMS- 



PISTON AND 
PUMP ASSEMBLY 




THROTTLE 
SHAFT 



THROTTLE 
LEVER 




CHOKE AIR 
VALVE 



Figurt 12 
Removing the Piaton and Pump Av embly 



Figure 13 
Choke Assembly 



13. Note the location of the choke air valve for re- 
assembly purposes, Figure 13. Remove the choke 
plate retaining screws and the choke plate. 

14. Remove the choke shaft and lever assembly and 
spring. 

15. Remove the choke cable bracket and choke shaft 
felt seal, 

C. Cleaning and I lisped ion 

1, Discard all used gaskets and seals. 

2, Clean all the parts of the carburetor with a good 
carburetor cleaning solution. 

3, Blow out all passages with compressed air. 

IMPORTANT: Aerer ute fl virt* or drill to 
clean orifices or jet*. Even tmall scratches will 
affect carburetor calibration. 

4, To properly service the carburetor, a repair kit 
should be installed. If a repair kit if not available: 

a. Examine the fuel inlet needle carefully for 
damage or wear. 

b. Examine the idle adjusting needle and discard 
if grooved or damaged. 

c. Examine the throttle shaft for wear. 



d. Inspect the carburetor body and fuel bowl for 
damage, 

e. Inspect the accelerator piston spring and syn- 
thetic rubber valve carefully for wear or dam- 
age. 

D» Assembly 

Refer to Figure 11 for identification of parts during 
assembly. 

1. Install a new felt choke shaft seal in the car- 
buretor body. 

2. Install the choke cable bracket. 

3h Position the choke spring on the shaft. Start the 
choke shaft into the air horn and pull the straight 
end of the spring into position above the choke 
lever stop tab. 

NOTE:Tne spring must he properly posi- 
tioned ta hold the rlutke plate in (he open 
position* 

4. Position the choke plate (note correct position of 
the air valve), arid install the choke plate screws. 

5. Install a new felt throttle shaft seal. 

6. Install the throttle shaft into the carburetor body, 
from the left-hand to the right-hand side, as 
shown in Figure 13. 



page a 






-CHAPTER 1- 



HINGE PIN 




Figure 14 
Float Selling 

7. Install the throttle plate in relation to the refer- 
ence mark made during disassembly and start 
the two screws. Care fully tap the plate to align 
it in the throttle bore end tighten the screws. 

8. Install the accelerator piston and pump assembly 
in the carburetor body. 

9. Install the main metering jet in the cover. Utt a 
screwdriver with a blade wide enough to contact 
the entire slot in the jet, to prevent possible 
damage to the jet. 

10. Install a new duster cover gasket and install the 
cover, 

11. Install the fuel inlet needle in its bore in the 
carburetor. 

12. Install the float and flout hinge pin, 

13. Check the float setting as shown in Figure 14. 
Adjust the float by bending the float lever to 
contact the inlet needle as specified on page 31, 

14. Install a new fuel bowl gasket and install the 
fuel bowl, 

15. Install the bowl retaining screws and tighten them 
evenly to the specified torque, page 31* 



16. Install the air horn plug and retaining spring. 
Figure 15. 

17, Install the idle adjusting needle and spring, Turn 
the needle in until it is lightly seated and back 
off one full turn for the initial adjustment. 

E. Installation 

1* Use a new carburetor-to- manifold flange gasket 
and install the carburetor in place on the mani- 
fold. Install the two lock washers and nuts and 
tighten them to the specified torque, page 31. 

2. Connect the fuel line to the carburetor fuel inlet 
fitting. 

3. Install the air intake tube hose on the carburetor 
and tighten the hose clamp securely. 

IMPORTANT: Air inlet hose connection* 

mutt be tight to prevent dirt from entering the 
engine. 

4. Connect the throttle rod to the throttle lever on 
the carburetor. 

IMPORTANT: Operate the throttle to he 
Bare the lever adjustment wilt permit the throt- 
tle to julty open and close* 

5> Turn the fuel tank shut-orT valve to the "QN" 
position. 

6. Loosen the fuel filter and sediment bowl retainer 
screw to allow fuel to fill the bowl, Tighten the 
retainer screw* 



AIR HORN PLUG 



RETAINING SPRING 




Figure 15 
Air Horn Plug Installation 



1/65 



© FORD MOTOR CO. 1965 



PAGE 9 



Pari 2 



FUEL SYSTEMS 






Chapter 2 



FUEL SYSTEMS GENERAL-DIESEL 

/ 



Section 

1 . Description and Operation * * . . . 

2. Adjustments ..,♦♦♦ ,.**..., 

3 + Oil Bath Type Air Cleaner . , . 

4. Fuel Tank, Fuel Line*, and Fuel Filters 



■----*■ ■ a a a * 






— 



■ **lfl**-fa-fc*-rri 



■■■■+-- 



P«gC 

11 

13 
15 

16 



5. Fuel Lift Pump— Super Major 50QQ „,,,♦♦,, ...,,,., ... 17 



6- Fuel Injection Pump 



IS 



1. DESCRIPTION AND OPERATION 



11 R CLEANER 

The air cleaner is located in front of the radiator and 
is mounted an the radiator shroud. It is an oil bath, 
center tube inlet type, Air enters at the top of the air 
cleaner and passes through a duct to the surface of the 
oi] bath sump where it is deflected upward. Much of the 
dust and other foreign material in the air is caught in 
the sump at this point, due to the velocity and abrupt 
change in the direction of air flow. The air passes upward 
through the filter, carrying oil droplets with it. As the 
air passes through the niter mesh, most of the remaining 
dirt adheres to the oil- wetted surfaces and drains back 
into the sump. The air outlet is on the side, and the 
removable cup fitted to the bottom permits convenient 
cleaning and servicing, Figure 16. 

PRE CLEANER (Accessory) 

The pre- cleaner is mounted on the inlet tube above the 
radiator hood panel assembly. It is for use under severe 
dust conditions to protect the air cleaner by reducing 
the load on it. Vanes fitted into the inlet induce a rotary 
motion to the air stream as the air enters the inlet at 
high speed. Centrifugal force, therefore, causes the 
heavier dust and other foreign matter to be thrown into 
the space between the inner and outer shells. The pre- 
cleaned air then passes to the oil bath air cleaner. Figure 
IT. 



AIR O 



AHt INLET 







OH SUMP 






Figure 16 
Oil Bath Air Cleanav 



1/G5 



© FORD MOTOR CO, 19W 



PAGE 11 



PART 2-FU6L SYSTEMS- 



OFT PATH 




AIR INLET 



AIR OUTLET 



Figure 17 
Pre- Cleaner 



FUEL TANK, FILTERS, AND LINES 

The fuel tank, Figure 18, is located to the rear and 
above the engine. The tank has o vented cap and the 
filler neck contains an injector leak -off line connector. 
The fuel tank outlet is located in the bottom right front 
corner of the tank. The fuel shut-off valve is an integral 
part of the outlet fitting. In the top of the fuel shut -off 
valve is a nylon screen filter. 

The Dexta 2000 Tractor has one disposable element 
filter whereas the Super Dexta 3000 and Major 4000 
Tractors utilize two disposable element filters. Fuel flows 
from the tank through the line into the Filter adapter 
inlet. As the fuel passes through the elements in parallel, 
it flows around the middle retaining bolts and up through 
a cross drilling to the fuel line to the injection pump. The 
incoming fuel and the filtered fuel are kept separated at 
the top of the filters by hollow bosses containing O -rings 
which seal against the O-D, of the center posts. The fuel 
is drawn from the adapter housing into the injection 
pump inlet by the transfer pump vacuum. The transfer 
pump delivers fuel to the injection pump to supply fuel 
at high pressure to each injectOT. and provides extra 
fuel which lubricates and cools the injection pump, Such 
extra fuel is recirculated from a fitting on the pump 
housing to the return feed port of the filter. 

The Super Major 50O0 Tractors utilize the same dual 
filter arrangement except the fuel flow* to the fuel lilt 




Flour* II 
Olatributgr-Type Fuel Syittm (Daxta 2000 Shown) 



PAGE 12 









•CHAPTER 2- 




Figure 19 
Minimtc Fuel System 



pump where is is pressurized to 2^3 psi (0 1406*0.2109 
kg sq, cm) and then routed through the two filters, see 
Figure 19. 

The excess fuel that leaks past the needle and nozzle 
of the injector is directed back into the fuel tank at the 
filler tube by the leak-off line, connected from injector 
to injector, 



INJECTION PUMP 

The Dcata 2000, Super Dexta 30Q0 h and Major 4000 
Tractors use the distributor- type injection pump, Figure 
18. The pump is mounted to the rear of the engine front 
cover plate and is driven by the pump timing gear, There 
is only one pumping element, and this is provided with a 
distributor or means of connecting the pump delivery to 
each of the injectors in proper order. 

The Super Major 5000 Tractors are equipped with the 
Minimrc injection pump with a mechanical governor, 

2, ADJUSTMENTS 



Fsgure 19. The pump is mounted to the front cover plate 
and is driven by the pump timing gear. The pump has one 
pumping element per cylinder. 

INJECTORS 

The fuel injectors are sealed and mounted in the cyl- 
inder head and art held in position by retainer nuts on 
screw-in studs. Fuel from the injection pump enters the 
injector inlet and passes through a drilling in the nozzle 
holder and nozzle assembly before reaching the needle 
valve seat. The pressure of the fuel causes the needle valve 
to open against the action of the injector spring. Fuel is 
then forced, in 2 highly atomized state, through the four 
holes in the nozzle tip, A small amount of fuel leaks up 
between the n -edle valve stem and the nozzle body, 
providing Jubn cation. This leak back fuel is forced to 
the top of the injector where it is returned to the fuel 
tank through the injector leak -off line. 



INJECTION PUMP TIMING 

A. Minimcr Injr rtinn Pump 

I . Remove the flywheel inspection cover at the right 
rear of the engine. Rotate the engine until the 
No. 1 piston is on its compression stroke, and the 



19° btdc mark on the flywheel is aligned with the 
timing anark in the inspection window. Insert; 
Figure 2' >. 

2, Drain the coolant from the radiator and remove 
the lower radiator hose. Remove the inspection 



1/65 



C FORD MOTOR CO- 1965 



PAGE 13 



-PART 2-FUEL SYSTEMS- 




Figure 20 
Minimcc Injection Pump Timing 

plate from the front of the engine timing cover 
and check that the pump timing marks arc aligned, 
Figure 20. 

3. If the macks are not aligned, loosen the three bolts 
retaining the driving gear to thr pump flange, 
and rotate the flange until the marks line up. 
Rcfightrn thr bolts 

4. Install the front engine timing covi r, connect the 
radiator hose, and refill the radiator- Install the 
My wheel inspection cover, 

H* Dj*.iriliulnr-Ty|if* Injection Pump 

The distributor -type injection pump drive is doweled 
and bolted to the pump timing gear. Whin mounted on 
the tractor with the mark on the pump mounting flange 
lined up with the "O" mark on the engine front cover 
plate, the pump is in time with the engine. Additional 
marks are provided on the engine front cover plate if 
advancing or retarding of the injection pump should 
become necessary. Figure 21. 

IMPORTANT: Do not tauten the pump mounting 

twits it hen the rnftine i* running* 

IDLE SPKED AND MAXIMUM NfM-l>AD 
SPEKD ADJUSTMENTS 

A. Drsta 2000. Super Dfx1« 304)0, and 
11a jur 1000 

Idle Speed Adjustment: 

1. Start the engine and allow it to reach normal 
operating temperature, 

2, Disconnect the throttle linkage from the injection 
pump. Loosen the lock nut and adjust the low 
idle speed Stop screw, Figure 18, on the injection 
pump, so that the idling speed is 600-650 rpm. 
Secure the screw in position with the lock nut. 



3. Position the hand throttle fully forward for low 
idle and adjust the throttle linkage length until 
the linkage may be reconnected without binding. 
Reconnect the linkage. 

Maximum No-Load Speed Adjustment; 

1. Start the engine and allow it to reach normal 
operating temperature. 

2, Position the hand throttle for maximum no-load 
speed. The maximum no-load speed for Dexta 
2000 and Super Dexta 3000 Tractors should be 
2200 rpm. The maximum no-load speed for Major 
-4000 Tractors should be 2420 rpm. 

NOTE: The maximum no-load Mpeed term* U 

sealed at the factory J or r or reef fuel delivery 
and maximum norland a peed, tf the maximum 
no-lond tpeed varies mar** than SO rpm above 
or below the it aerified tim^r, the ndjuttment 
may he altered to the Jtperified rpm mm follow*: 

3. Disconnect the throttle linkage at the injection 
pump. 

4, Cut the sealing wire and remove the locking sleeve. 

5, Loosen the lock nut and turn the adjusting screw 
as required. Tighten the lock cut on the adjusting 
screw and secure the adjustment with a sealing 
wire and the locking sleeve* 

6. Position the throttle lever at the injection pump 
for the specified maximum no-load speed. Check 
to be sure that the throttle linkage may be re- 
connected to the throttle lever without binding 
Adjust the linkage length if necessary ♦ 

7 t Reconnect the throttle linkage and rccheck the 
idle speed adjustment. 

B. Super Major 3000 

Idle Speed Adjustment: 

t Start the engine and allow it to reach normal 
operating temperature. 




PUMP TOfftONT 
COVER PLATE BOLTS' 

Figure 21 
Di&frlbutor-Typ* Injection Pump Timing 



PAGE 14 



CHAPTER 2- 



Disconnect the throttle link age from the injection 
pump. Loosen the Jock nut and adjust the low 
idle speed stop screw, Figure 19, on the governor 
housing so that the idling speed is 600-650 rpm. 
Secure the screw in position with the lock nut. 

Position the hand throttle fully forward for low 
idle and adjust the throttle linkage length until 
the linkage may be reconnected without binding. 
Reconnect the linkage* 



Maximum No-Load Speed Adjustment: 

1. Start the engine and allow it to reach normal 
operating temperature. 

2. Position the hand throttle for maximum no-load 
speed. The maximum no-load speed for Super 
Major 5000 Tractor* should be 2310 rprn, 

NOTE: The maximum na~h*nd *peed mrrtr ist 
sealed in fire farlwty /or eorreet /iter delivery 
and maximum no-ioad speed. If the maximum 
no-toad speed varies autre than 50 rpm alune 
or helotr the aperified range, the adjustment 
may he altered to the specified rpm as follow*: 

3. Disconnect the throttle linkage at the injection 
pump, 

4. Cut the sealing wire from the maximum no-load 
speed stop screw. 

5. Loosen the lock nut and turn the adjusting screw 
as required, Tighten the lock nut on the adjusting 
•crew and secure the adjustment with a sealing 
wire. 

G. Position the throttle lever at the injection pump 
for the specified maximum no-load speed. Check 
to be sure that the throttle linkage may be re- 
connected to the throttle lever without binding. 
Adjust the linkage length if necessary, 

7. Reconnect the throttle linkage and recheek the 
idle speed adjustment. 



BLEEDING THE FUEL SYSTEM 

A. Fuel Filters and Pump-Dexta 2000, 
Super DfiKta 3000, and Major 4000 

L Make sure there is adequate fuel in the tank. 

2. Tighten all fuel line connections, 

3. Remove the bleed screws, Figure 18, from the top 
of the fuel fitters, (Dexta 2000 Tractors have only 
one fuel filter ) Allow the fuel to flow until it is 
free of air bubbles. Install and tighten the bleed 
Screws. 



PRE ClEAMEH 

ATFACHFNQ lOLTj 
IMAM HOSE CLAMPS 




Figure 22 
Air Cleaner Installed 

4, Loosen the bleed screw on the injection pump, 
Figure 2 I . Crank the engine until fuel flowing from 
the bleed screw Is free from air bubbles. Tighten 
the bleed screw. 

B. Fuel Fillers and Pump— Super Major 5000 

1. Make sure there is adequate fuej in the tank, 

2. Tighten all fuel line connections. 

3. Remove the bleed screws from the top of the 
fuel filters, Figure 19 f and operate the priming 
lever on the fuel lift pump until a stream of fuel, 
free from air bubbles, flows from the niters. Re- 
place and tighten the bleed screws. 

4. Loosen the front bleed screw on the injection pump 
gallery and operate the lift pump. Tighten the 
bleed screw when the fuel flowing from the pump 
is free from air bubbles. 

G Injector Lines 

1. Loosen the bleed screw in the injection pump. 
2 Loosen the injector lines at the injectors. 

3. Set the throttle lever at wide open position, 

4. Crank the engine and when fuel without air is 
emitted from the injector lines and bleed screw 
in the pump body, tighten the line nuts. 



5. OIL BATH TYPE AIR CLEANER 






A. Removal 

I, Remove the pre-cleaner assembly, Figure 22, 

2- Loosen the intake hose clamps and disconnect 
the intake hose from the air cleaner. 



1. Remove the four bolts attaching the air cleaner 
body to the radiator shroud and remove the air 
cleaner. 



V65 



FORD MOTOR CO. IMS 



PAGE 1$ 



PART 2^FUEL SYSTEMS- 



B* Installation 



Hold the air cleaner in position at the radiator 
shroud »nd install the four bolts, Figure 22. 



2. Connect the intake hose and tighten the clampF 
securely. 

3. Install the pre -cleaner assembly. 






4, I UEL TANK, FUEL LINES, 
AflD FUEL FILTERS 



FUEL TANK 
A. Removal 



' 









Remove the four screws which retain the engine 
hood panel assembly. Remove the hood panel and 
disconnect the wiring harness from the clips on the 
underside of the hood panel, 

2. Disconnect the wiring harness at the multiple 
connector located just under the front of the 
engine hood rear panel. 

3. Disconnect the Proof-meter cable at the front 
connection. Disconnect the fuel shut-off cable at 
the injection pump. 

4. Remove the steering wheel. Remove the metal 
attaching screws from the right and left steering 
gear covers and remove the covers. 

5* Disconnect the safety starter switch connector. 
Disconnect the tail light harness at the connector 
located at the steering gear housing 



6. 






9. 

10. 

11 
12. 



Disconnect the throttle linkage and remove the 
nut, washer, spring, and friction disc plate from 
the throttle control lever. See Figure 18, 

Remove the right hex head bolts which secure 
the engine hood rear panel assembly to the sup- 
port brackets. 

Remove the hood rear panel. 

Disconnect the two fuel gauge sender wires, Figure 

IS. 

Turn the fuel shut-off valve to the "OFF" posi- 
tion. Disconnect the fuel tank-to-nlter line. 

Disconnect the fuel leak-off line at the fuel tank. 

Remove the five supporting bolts and remove the 
fuel tank. See Figure IS, 



NOTE: On SelechO*$peed transmission equip- 
ped lrftetors m il will be necessary to remove the 
selector mechanism and P*T.O. control handle. 
Refer to "Part 8. SELtXTOSPEKD TRAMS- 
MlSSlOn"- 

B. Installation 

L Lift the fuel tank into position and install the 
live supporting bolts. See Figure 18 



2. Connect the fuel tank -to -niter line and the fuel 
leak -off line. 

3. Position the hood rear panel and connect the fuel 
gauge sender wires. Connect the tail light wire, 
the safety starter switch wire, and the multiple 
connector. 

4. Install the friction disc, spring, washer, nut, and 
connect the throttle linkage. Connect the fuel 
shut -off cable. 

5 Install the eight hex head bolts which secure the 
engine hood rear panel assembly to the support 
brackets. 

6. Install the right and left steering gear covers. In- 
stall the steering wheel. 

7. Connect the Proof- meter cable and install the 
engine hood panel assembly. Secure the wiring 
harness on the clips provided on the underside 
of the hood panel. 

8. Turn the fuel shut-off valve to the "ON'* position 
and bleed the system as outlined on page IS, 
"BLEEDING THE FUEL SYSTEM". 



FUEL LINES 

A. Removal 

1. Turn the fuel shut-off valve, Figure 18, to the 
"OFF" position. 

2. Disconnect the line nuts at both ends of the line 
to remove any line assembly from the fuel tank to 
the injection pump. 

3. Remove the fluid-type bolts, washers, and banjo 
fittings at the injectors to remove the fuel leak-off 
line, Figure IB. 

B* Installation 

1. Connect the line nuts at both ends of each fuel 
line. Figure 18 N before tightening. Care must be 

taken in connecting the line nuts to prevent cross 

threading, 

2, Install new washers and tighten all leak-off line 
banjo fittings securely. Turn the fuel shut -off 
valve to the ' F ON" position. Bleed the system 
as outlined on page 15. 'BLEEDING THE FUEL 
SYSTEM", and check for leaks. 



PAGE IS 






^^^— 



■CHAPTER 2- 



FUEL FILTERS 

A. Removal 

1. Turn the fuel shut -off valve, Figure IS, to the 
"OFF" position. 

2. Disconnect the inlet and outlet fuel lines, On dis- 
tributor-type systems, disconnect the return fuel 
line, 

3. Remove the two bolts securing the fuel filter head 
to the manifold and remove the assembly. See 
Figure 19. 



EL Installation 

1. Install the fuel filter assembly with the two at- 
taching bolts. Figure 19. 

2. Connect the inlet and outlet fuel lines, and the 
return fuel line on distributor- type ay items, being 
careful to prevent cross threading, 

3. Turn the fuel shut -off valve to the "ON" posi- 
tion and bleed the system as outlined on page 
1S P "BLEEDING THE FUEL SYSTEM". 



5. FUEL LIFT FUMP-SUPER MAJOR 5000 



A. Removal 

1, Turn the fuel shut -off valve to the "OFF" posi- 
tion and disconnect the fuel inlet and outlet lines 
from the fuel lift pump. See Figure 1SL 

2. Remove the two nuts securing the pump to the 
injection pump cam box and remove the pump. 
Remove the pump gasket. 

B. Disassembly 

L Remove the screw and washer which holds the 
pump cover plate and lift off the cover and rub- 
ber pulsator diaphragm. See Figure 33, 

2. Mark the positions of the two halves of the pump. 



and the position of the diaphragm and pull rod 
assembly so that they can be reassembled in the 
same relative positions. 

3. Remove the six screws and washers securing the 
two halves of the pump together. If necessary, 
punch back the staking and remove the valves 
from the outer half. 

4. Push down the diaphragm and disengage the pull 
rod. then lift out the diaphragm and pull rod as- 
sembly and the return spring. 

5. Drive out the retaining pin holding the hand prim- 
ing lever and withdraw the lever, seat and lever 
spring. 



SCREW COVER 



OUTER 
BODY 



DIAPHRAGM AND 



WASHER 



PULSATOR ASSEMBLY 



PULL ROD 
ASSEM&LY 




WASHER 



SCREW 



DIAPHRAGM 



RETURN SPRING 



INNER BODY ROCKER ARM 

ROCKER 
ARM SPRING 





RETAINING PIN 



Fiquri? 23 
Fuef Lift Pump 




I /Vv AftM lEVtR 

PIVOT f IN 

LEVER SPRING 
SEAL 



PRIMING 
LEVER 






1/W 



© FORD MOTOR CO, 1 



PAGE IT 



■PART 2-FUEL SYSTEMS- 



6. Tap out the pivot pin and withdraw the rocker 
arm assembly, Do not lose the small spring fitted 
between the rocker arm and the hou ing. 









C» Assembly 

t, Insert the rocker arm (assembly and small spring* 
then install the pivot pin and stake it into place. 
See Figure 23 > 

2. Install a new seal on the priming lever. Position 
the lever spring on the lever, and insert the assem- 
bly into the priming lever bore, Hold the lever 
in position and drive in the retaining pin, 

NOTE: Be ture the retaining pin it installed 
below the machined surface af the inner body 
or damage to the diaphragm m&) result . 

3> Install the diaphragm return spring on the dia- 
phragm and pull rod assembly. Insert the assem- 
bly into the inner body. Hold the rocker arm lever 
inward and hook the slotted end of the pull rod 
over the end of the rocker arm lever. Test the 
operation of the rocker arm and I'iaphragm by 
moving the rocker arm towards the body with the 
diaphragm moved inward. With the diaphragm 



held fully inward, the rocker arm should be free 
to move without transmitting motion to the dia- 
phragm. 

4. If the valves have been removed from their loca- 
tions in the outer body, install and stake them in 
position. The valves should be examined to be sure 
they are seating correctly, 

5. Reassemble the two pump halves and fit the six 
screws and lock washers. Fully depress the rocker 
arm to stretch the diaphragm, then tighten the 
six screws which hold the two halves of the body. 

6. Install the rubber pulsator diaphragm and pump 
cover plate with the screw and washer. Tighten 
the screw securely. 

D. Installation 

L Use a new gasket and install the pump to the 
injection pump cam box with the two nuts and 
lock washers. See Figure 19. 

2, Connect the fuel inlet tmd outlet lines, turn the 
fuel shut-off valve to the "ON" position, and 
bleed the system as outlined on page IS "BLEED- 
ING THE FUEL SYSTEM". 



6, FUEL INJECTION PUMP 



DISTRiBHTHR-TYPE INJECTION PUMP 



A* R 



ntlDV 



Bl 



1. Clean all dirt and other foreign maierlal from the 
injection pump and surrounding tm:tor parts. 

2. Turn the fuel shut-off valve to tht "OFF" posi- 
tion. See Figure 18. 

3. Drain the coolant from the radiator and remove 
the bottom radiator hose* 

4. Disconnect the injection pump inlet ine, the return 
fuel line and the fuel leak -off line. Cap the inlet 
and return lines and the openings in the pump. 

5. Disconnect and remove the fuel injector lines. 
Cap the line openings in the pump and in the 
injectors. Disconnect the throttle and fuel shut-off 
control linkage. 

6. Remove the timing cover on the cylinder front 
cover and remove the three gear-lo-pump bolts 
attaching the pump drive to the injection pump 
timing gear. See Figure 24 



PUMP TIMING 
GEAR 




Figure 24 
Injection Pump Drivi 



PAGE 18 









-CHAPTER 2- 



7. Remove the three pump-to-engine front cover 
plate mounting bolts. Remove the pump and tap 
off all the fittings and openings to prevent dirt 
from entering the pump, lines, or injectors. 



B. Installation 

1. Remove all dust caps from the injection pump 
openings and injectors. 

2. Place a new pump-to -front cover plate O-ring 
on the injection pump mounting flange, and install 
the injection pump. Align the gear-to-pump dowel 
pin with the drive hub slot, install the three gear- 
to -pump bolts, and tighten to the specified torque, 
page 31. See Figure 24. 

3. Install the three pump -to -engine front cover plate 
bolts. Line up the timing scribe mark on the pump 
mounting flange with the ''Q 1 ' degree mark on the 
front plate. See Figure 21. Tighten the injection 
pump mounting bolts to the specified torque, 
page 31. 

4. Connect the fuel injector lines. Connect the throttle 
and fuel shut -off control linkage. 

5. Connect the injection pump inlet line* the return 
fuel line, and the fuel leak-off line, 

6. Position a new inspection cover gasket and install 
the inspection cover on the timing gear housing. 
Install the bottom radiator hose and refill the 

radiator. 

7 + Turn the fuel shut-off valve to the "ON" position 
and bleed the system as outlined on page 15, 
"BLEEDING THE FUEL SYSTEM", 



MINIMEC INJECTION FUMP 

A. Removal 

1. Clean all dirt and other foreign material from the 
injection pump and surrounding tractor parts. 

2. Remove the flywheel timing cover and turn the 
engine until the number one cylinder is on its 
compression stroke, and the 19 btdc line on 
the flywheel registers with the mark in the timing 
window. See Figure 20. 

3. Turn the fuel shut-off valve to the "OFF" posi- 
tion. 



4. Drain Che coolant from the radiator and remove 
the bottom radiator hose, 

5, Disconnect the fuel inlet and outlet lines from the 
fuel lift pump. Disconnect the filter' to -injection 
pump line. Disconnect and remove the fuel in- 
jector lines. See Figure 1°. 

G. Disconnect the throttle and fuel shut-off control 
linkage. 

7. Remove the timing cover on the cylinder front 
cover find remove the three gear-to-pump bolts 
retaining the pump drive to the injection pump 
timing gear. See Figure 20. 

8. Remove the pump mounting bolts and lock wash- 
ers and remove the injection pump from its loca- 
tion on the engine front cover plate. Remove the 
cambo\ leak -off line. Cap off all the pump open- 
ings, to prevent dirt from entering the pump. 



B. Installation 

1. Install the cambox leak-off line, 

2. Turn the engine until the number one cylinder is 
on its compression stroke, and the 19 btdc line 
on the flywheel registers with the mark in the 
timing window. See Figure 20. 

3. Place a new gasket on the pump and install it 
to the engine front cover plate so that the pump 
timing gear is in mesh, and timing dots aligned 
with the camshaft drive gear, and that the ]ine on 
the pu^np body pointer lines up with the mark on 
the pump drive gear adapter flange. Install the 
three gear-to- pump bolts and tighten to the speci- 
fied torque, page 31. See Figure 20. 

4. Install the mounting bolts and lock washers which 
attach the pump to the engine front cover plate. 
See Figure 19. 

5. Connect the throttle and fuel shut-off control 
linkage Connect the niter- to -injection pump line 
and thi- fuel lift pump inlet and outlet lines. Con- 
nect the fuel injector lines at the pump. 

6. Position a new timing cover gasket and install the 
timing cover on the cylinder front cover* Install 
the bottom radiator hose and refill the radiator. 
Install the flywheel timing window cover. 

7. Turn the fuel shut-off valve to the "ON ,n position 
and bleed the system as outlined on page IS. 
"BLEEDING THE FUEL SYSTEM 11 . 



1/&5 



FORD MOTOR CO. IMS 



PAGE 19 



Part 2 

FUEL SYSTEMS 

Chapter 3 
INJECTORS 

Section Pag* 

1. Description and Operation . . . . K* ****** * 21 

2. Removing and Installing Injectors ,*,***».... 22 

3. Injector Testing _. ♦....♦*,,.. 22 

4. Injector Overhaul ... f .,. + ...„.....■. + . ^ - 24 

5. Storage of Injectors ,,,,,.. 26 



1. DESCRIPTION AND OPERATION 




A sectional view of an injector is shown in Figure 2S. 
Fuel from the injection pump enters the injector fuel 
inlet and passes through the injector body before reach- 
ing the nozxle valve seat. The pressure of the fuel from 
the injection pump causes the needle valve to open 
against the action of the injector spring. Fuel is then 
forced in e highly atomised state through the holes in 
the nozzle tip. When the pressure from the injection pump 
drops off, the injector spring forces the needle valve 
back on its seat. A small amount of fuel leaks up be* 
tween the needle valve sleeve and the nozzle body, thus 
providing lubrication. The excess fuel rises to the top of 
the injector where it is gradually forced back to the fuel 
tank through the injector leak -off line* 



Figure 25 
Fuel Injector— Sectional View 



1/W 



© FORD MOTOR CO. IMS 



PAGE 21 



-PART 2-RJEL SYSTEMS- 



FUEL 

INJECTOR 



' 




Figure 26 
Injector Removal 



Figure 27 
Injector and Washers 



2. REMOVING AND INSTALLING INJECTORS 



A. Removal 

1. Clean dirt and other foreign material from the 
area near the injectors to be removed. 

2. Disconnect the injector Leak-off lint, Figure 26. at 
each injector and at the fuel return line. 

3* Disconnect the injector line at the pump and at 
the injector. Cap off the injector lines, and pump 
openings. 

4< Remove the two nuts which hold the injector to 
the cylinder head and carefully withdraw the 
injector. Do not let dirt or other foreign material 
drop into the injector seat Figure 27. 






3. 












B. Installation 

Li Check the injector seat in the cytinder head to 
see that it is clean and free from any carbon 
deposit. Install a new copper washer in the seat. 
See Figure 27. 

2* Install a new cork dust seating washer around the 






body of the injector and place it into its bore in 
the cylinder head. Install a flat washer and nut 
on the injector- to-head studs and tighten the nuts 
evenly to the specified torque* page Jt. 

Position new leak -off fitting gaskets above and 
below each banjo fitting. Insert the fluid type 
bolts and connect the fuel leak-ofT line to each 
injector and at the fuel return line. 

Connect the fuel injector lines being sure that they 
are perfectly clean, and check the tepered swaged 
ends to be sure that they are in good condition and 
will seat correctly in the delivery valve holders. 
Tighten the injector line at the injector pump. 
Crank the engine until a steady stream of fuel is 
pumped out of the line at each injector joint. 
Tighten the line nuts. 

Run the engine for a short time to be sure that the 
injector is properly seated and sealed, and that the 
leak-off line and the injector line nuts are not 
leaking. 









3. INJECTOR THSIIM. 



It is recommended that all injectors be tested before 
disassembly as well as after being assi-mbled. Before 
testing, clean the outside of the injectors with a good 
grade of carbon solvent and a soft wire brush, 

Fill the Injector Tester, page 32, Figure 28 t with cali- 



brating fuel oil and leave the filler plug loose, It is 
important that this plug be loose to prevent the forming 
of a vacuum inside the tester when the fuel oil is pumped 
out during the testing operation. Prime the tester by 
pumping the handle (approximately ie strokes) until 
calibrating fuel oil is emitted from the tester line. 



PAGE n 



-CHAPTER 3- 



INJECTOR TESTER 



INJECTOR 
TESTER 






CAP NUT 



INJECTOR 



PLASTIC 
CUP 



FllLER 

PIUO 




Figure 28 
Checking Nozzle Opening Pressure and Spray Pattern 



IMPORTANT; The handle on the right side of the 
tetter (opposite the injector} control* the valve which 
regulates the flouy of oil to the gauge. Because it is 
possible to build up enough pre* sure in the tester to 
damage the gauge* it it recommended that the valve 
he closed until it has been determined whether or not 
the injector nozzle is plugged* When it it found that 
the nozzle it free to open* or has been unplugged, 
open the valve and proceed with the testing* 

Using a plastic cup to catch the fuel, check each in- 
jector as follows j 






1- Nozzle Opening Pressure; Pump the injector tester, 
Figure 28, and observe the gauge reading at which 
the nozzle "pops off". The nozzle opening pressure 
Should be between 2720-2794 psi (190.4-196-4 kg/ 
sq. crn). To adjust the pressure, remove the cap 
nut, Figure 25, and tighten or loosen the spring 
adjusting nut as required, 

2. Spray Pattern: Pump the tester at approximately 
6-8 strokes per second and observe the spray pat- 
tern. All four sprays must be similar and spaced at 
approximately right angles to each other in a hori- 
zontal plane. Each spray should be well atomized 



NOZZLE TIP 







Figure 29 
Cheeking Nozzle Seat Leakage 












and spread into about a 3 in, (76.199 mm) diameter 
cone £i in. (9,525 mm) away from the injector. 

3. Nozzle Seat Leakage: Wipe the nozzle tip dry with 
clean blotting paper, Figure 29. Apply 25 20-2 594 psi 
(176.4-182.4 kg/sq. cm) to the injector, and hold the 
pressure for one minute. Apply a piece of blotting 
paper to the tip of the nozzle as shown, The cali- 
brating fuel oil stain should not exceed Yz in. 
(12.700 mm) diameter. 

4. Nozzle Leak Back Teat; Apply approximately 2300 
psi (161.0 kg/sq. cm) pressure to the injector and 
measure the time it takes for the pressure to fall 
from 2200 psi to 1500 psi (154,0-105,0 kg/sq. cm) + 
The time should be betweeen ten and forty seconds. 
If the pressure drops through this range in less 
than ten seconds, it indicates that the needle is 
loose or there is dirt between the nozzle and injector 
body faces. 

IMPORTANT: If the injector passe* the above 
tests, it is satisfactory to reinstall it in an engine* 
However, if any of the above tests prove the 

injector to be faulty*, it should be completely 
disassembled* cleaned, reassembled, and retetied. 



1/65 



© FORD MOTOR CO. 1965 



PAGE 23 



-PART 2-FUEL SYSTEMS- 



4. INJECTOR OVKRHAIL 



A. Dinner mbly 



1. Secure the Holding Fixture, page 33, in a vise find 
piece the injector in the Holding, Fixture, Figure 30, 

NOTE; Sever clamp the injertor hody in a vi»B. 
This may cause distortion^ excessive leakage, &r 
sticking of the needle. 

2, Remove the injector cap nut, then back off the 
spring adjusting nut. Lift off the upper spring disc, 
injector spring, and spindle, 

3, Remove the nozzle retaining nut. Figure 30, with 
the Nozzle Nut Remover and Installer* page 32. and 
remove the nozzle and valve 

4, Place all injector parts in clean fuel oil or calibrat- 
ing oil as they are disassembled, 

NOTE: Nowles and. needles are a lapped jit; 

raasetfuently^ they must never he interchanged. 

B. Cleaning* Inspection and Repuir 

Use the tools in the Injector Nozzle Cleaning Kit, 
page 32. to remove all carbon from the nozzle and inte- 
rior of the nozzle as outlined in the following steps: 

1, Soften the hard carbon deposits formed in the 
spray boles and the needle tip by soaking the needle 
and nozzle in a carbon solvent for u short period, 
Then, use a soft wire brush to remove all carbon 
from the needle and nozzle exterior. It is important 
that the nozile and needle be rinsed in clean fuel 
oil immediately after soaking in the carbon solvent, 
to prevent corrosion on the highly finished surfaces. 









INJECTOR 





NOZZLE NUT 
REMOVER AND 
INSTALLER 

NOZZLE 

RETAINING 

NUT 

HOLDING 
FIXTURE 

Figure 3d 
Removing Nozzle Retaining Nut 



TORQUE 

WRENCH 






I 



PRESSURE 
CHAMBER 
DRILL 




NOZZLE 

PfiESSURE 

CHAMBER 







Figure 31 
Cleaning Nozzle Pressure Chamber 



2. Clean the pressure chamber of the nozzle with the 
Pressure Chamber Drill, page 32, Figure 3L 

3. Clean the spray holes in the nozzle with the Nozzle 
Cleaning Wire and the Pin Vise, page 32. The wire 
should protrude from the Pin Vise just far enough 
to pass through the holes in the nozzle. Rotate the 
the Pin Vise slowly without applying undue pres- 
sure, being careful not to break the wire, Figure 32* 

4, Clean the valve seats by inserting the Wive Seat 
Scraper, page 32, in the nozzle. Figure 33 and rotat- 
ing with light pressure. Then clean the upper 
chamber with the same toot 

5, Clean the annular groove in the top of the nozzle 
and the pressure chamber groove in the nozzle with 
the Pressure Chamber Carbon Kemover, page 32 , 
Figure 34. 




Figure 32 
Cleaning Nozzle Spray Holes 



PAGE 24 









CHAPTER 3- 



^^~ 




VALVE 

seat 

SCftAPER 



NOZZLE 




Figure 33 
Cleaning Nozzle Valve Seats 

G. Steps 1 through 5 have outlined the procedure for 
removing carbon from the nozzle. The nozzle and 
needle must be thoroughly back -Hushed to remove 
all loosened carbon deposits. Place the Reverse Flush 
Nozzle Adapter, page 32, on the Injector Tester, 
Figure 35. Position the nozzle and valve in the 
Adapter, tip end first* and secure with the knurled 
nut. Tighten the handle at the right of the tester to 
prevent possible gauge damage, Note the position 
of the brass washer. This washer ii supplied with 
the service tool set and acts as a seal to prevent the 
lots of pressure during the back -flushing operation. 
(This washer is not supplied or required with 
the Reverse Flush Nozzle Adapter. CT W)24 4 page 
32), 

7. After the nozzle is thoroughly back -flushed to re- 
move all loo e carbon, polish the seat by placing a 
Very small amount of Tallow (polishing paste) on 
the end of a Polishing Stick, page 32, and rotating 
in the nozzle, Figure 36. 




ANNilLAft 
GROOVE 



*EVfR$t 

FLUSH 

NOZZLE 

ADAPTER 



KNURLED 

NUT NOZILE 





I 






SRASS 
WASHER 



Figure JS 
Installing Nozzle in Tester for Back-Flushing 

8. If the "Nozzle Leak Back Test" was slower than 
ten seconds, or the valve sticks slightly, it can be 
corrected by rematch tng the needle and nozzle as- 
sembly, as shown in Figure 37. This is done by 
using tht Tallow (polishing paste) in one the fol- 
lowing methods'! 

a. Hold the needle in a drill chuck and polish with 
a piecfj of felt, coated with a very small amount 
of the Tallow (polishing paste). 

b. Place the nozzle in n drill chuck having a maxi- 
mum speed of 450 fpm. Apply a small quantity 
of tht Tallow (polishing paste) on the needle 
body ind turn to lap. Hold the needle up off the 
pressure chamber shoulder while lapping to 
avoid damage to the needle. Care should be taken 
so that the lapping compound does not damage 
the medle seat. 

NOTE: Yf>i<fT Inp a needle more than five see' 
onds at a time. Atumyn at low the needle to cool 
bet eeen lapping** i.apping should he done by 
skilled personnel only. 



3 




Figure 34 
Checking Nozzle Annular Groovo 



Figure 36 
Polishing Nozzle Seat 



1/W 



FORD MOTOR CO. 1 965 



PAGE 85 



I 



•PART 2-FUEL SYSTEMS- 




Figure 37 
Lapping Needle in Valve 



9. 



w 



Figure 39 
Assembling trie Injector 






The assembly must be thoroughly washed, back- 
flushed with diesel calibrating fuel oil and cleaned 
after lapping and before assembly arid testing. 



C. Assembly 

All injector parts should be reassembled wet after rins- 
ing; in clean fuel oil or calibrating oil, 

L Normally, the injector inlet adapter need not be 
removed from the injector body. However, if the 
adapter is removed, it will be necessary to use a 
new steel washer to obtain a proper seal (Injectors 
used with Minimec-type only), 

2 r Position the nozzle and needle valve on the injector 
holder, making certain the dowel pins in the holder 
are correctly located in the nozzle. Figure 36. Posi- 
tion a new antifriction washer in the! bottom of the 
nozzle nut bore. Position the nozzle retaining nut 
over the nozzle and tighten to 50 lb$ ft. (6.9 kgm) 
with the Nozzle Nut Remover and Installer, page 
32. It will be necessary to place the injector in the 
Holding Fixture, page 32. while tightening the 
nozzlr nut. Figure 30, 

3. Position the spindle, spring, upper disc, and spring 
adjusting; nut on the nozzle holder. Turn the adjust- 
ing nut in until pressure can be felt on the spring. 

4. Connect the injector to the Injector Tester, page 
32, and adjust the nozzle opening pressure to 2720- 
2794 psi (190.4-196,4 kg/sq. cm), Figure 39. 



5. Position a new copper gasket over the spring ad- 
justing nut and secure the injector cap nut. Repeat 
the "Nozzle Opening Pressure Test" to make 
certain it has not changed. 

6. Test the injector as previously outlined. If, alter 
cleaning, the injector fails to pass these tests, the 
needle and nozzle should be replaced. 

IMPORTANT: When installing an injector 
tighten the holding nutt evenly* Uneven tighten- 
ing wilt ran Me injertnr nomsle diatortion and i*fi- 

even wear or binding will result* 



SPRING 
ADJUST! KG 
SCREW 




INJECTOfr 
TESTER 



Figiiir* 31 
Adjusting Nozzle Opening Pressure 



, 



Every effort should be made to avoid prolonged stor- 
age of service injectors, If injectors must tie stored for a 
short time, it is recommended that they be cleaned in 
calibrating oil before storage as the fuel oil tends to 
separate and allow the lapped surfaces of !:he needle and 



PAGE » 



STORAGE OF INJECTORS 

nozzle to score, Storage for periods longer than thirty 
days may result in the necessity of disassembling and 
cleaning the injectors in order to obtain satisfactory 
performance, 















Part 2 

FUEL SYSTEMS 






Chapter 4 


















TROUBLE SHOOTING, SPECIFICATIONS, 
AND SPECIAL TOOLS 









Section 



PrtgC 



.. 27 






2. Specifications 



■ ■■ . a » a a r t- + 4 + + rf 1 ■ V4 



3. Special Tools .,.*,, 



32 















GASOLINE FUEL SYSTEM 



1. TROUBLE SHOOTING 



foil Die 



|,h 






rUirrwtiun 









FUEL NOT REACHING 
THE CARBURETOR 















] Check the fuel shut-off valve at The fuel tank to be sure 
it is in the "ON" -jasition. 

i 

2* Loosen the fuel shut-off valve -to sediment bowl Line at the 
bowk make sure fuel is reaching the sediment bowl. 

3. Check the sediment bowl to be sure it is not plugged. 

4. Check the fuel inlet fitting at the carburetor to be sure 
the wire mesh in the fitting is not plugged. 



CARBURETOR FLOODS OR LEAKS 









1. Check to be sure the choke plate is not sticking and the 
air valve in the hoke plate is functioning properly, 

1. Remove and disassemble the carburetor t Examine the 
float end inlet neeile. Install any new parts as required and 
set the level of th< float 

j + Check the main *>ody and fuel bowl for cracks and leaks. 

4. Check all gaskets for leaks. 



FUEL MIXTURE TOO LEAN 









1. Check for restrictions in the fuel lines. 

2. Check the operation of the fuel pump. 

3. Check the fuel level and float setting in the carburetor. 

4. Check the fuel inlft fitting screen for restrictions. 

5. Check fuel passa^ \ for gum or varnish. 



1/65 



© FORD MOTOR CO. IMS 



PAGE 27 



■PART 2-FUEL SYSTEMS- 



Trouble 



(lurreriimi 



FUEL MIXTURE TOO RICH 



1. Check air cleaner for dirt or chaff, 

2. Check idle air bleed and high speed air bleeds for dirt, 

3. Check passages for gum or varnish. 

4. Check the float setting. 

5. Check the metering valve to see if it is tight or if it has 
been drilled out, 



ROUGH IDLE 



1. Any of the items listed under "FueJ Mixture Too Lean" 
can cause rough idle and should be checked. 

2. Check the idle fuel adjustment, 

3- Check the idle adjustment needle to be sure it is not 
grooved , worn, or otherwise damaged. 

4. Remove arid disassemble the carburetor. Check the in- 
ternal passages of the metering systems for restrictions 
and clean the carburetor before reassembly. 



LOW FUEL PUMP PRESSURE 



1. Check the cam lobe attached to the front of the camshaft 
gear for wear or grooves. 

2. Cheek the shaft that runs on the cam lobe for damage. 

3. Check the fittings to be sure they are not loose or cracked, 

4. Operate the pump plunger pin with your fingers over the 
fuel fittings to check for a ruptured pump diaphragm. If 
a defective diaphragm is indicated, install a new fuel 
pump. 



FUEL PUMP LEAKS 



1. Check the gasket between the two halves of the pump to 
be sure it is not leaking. 

2. Check for loose fuel line fittings 

3. Check the fuel pump body for cracks. 

4. Check the screws that retain the two halves of the pump 
to be sure they are tight. 



DIESEL FUEL SYSTEM 



Trouble 



Correction 



FUEL NOT REACHING INJECTION PUMP 



1. Check the fuel shut -off valve at the fuel tank to be sure 
it is in the "ON" position. 

3. Check the filter* for being clogged. 

3. Bleed the fuel filters, 

4, Check the fuel lines and connectors for damage. 



PAGE 2a 



■CHAPTER 4- 






Trouble 



Correction 



FUEL REACHING NOZZLES BUT 
ENGINE WILL NOT START 



1. Check the cranking speed, 

2. Check the throttle control rod travel, 

1 CUm^\r t-Ua nn,^p tj] 



I 



3. Check the pump timing. 

4, Check the fuel lines and connectors for leakage. 



S. Check the injectors. 












G. Check the engine compression. 



ENGINE HARD TO START 









- 






1. Check the cranking speed. 

2. Check the pump timing. 

3. Check for clogging in the fuel filter*. 

4. Check for water in the fuel. 

5. Check the engine compression, 

6. Check for air leaks on the suction side of the system 






I 



ENGINE STARTS AND STOPS 






1. Check for clogged or restricted fuel lines or fuel filters: 



2. Check for water in the fuel. 









i 



3. Check for restrictions in the air intake. 

4. Check the engine for overheating. 

5. Check for air leaks on the suction side of the system. 



ERRATIC ENGINE OPERATION (SURGE. 
MISFIRING. POOR GOVERNOR 
REGULATION) 



























1, Check the injector lines and connectors for leakage. 

2. Check for clogged or restricted fuel lines or niters. 
3- Check the pump timing. 

4. Check for water in the fuel, 

5. Bleed the fuel system. 

6. Check for faulty or sticking injector nobles. 

7. Check for faulty engine values. 






ENGINE DOES NOT DEVELOP 
FULL POWER OR SPEED 



1. Check for insufficient throttle control movement. 

2. Check for incorrect maximum no-load speed adjustment. 

3. Check for clogged or restricted fuel lines and filters. 

4. Check for air leaks on the suction side of the system. 

5. Check pump timing. 

6. Check engine compression. 

7. Check for improper valve adjustment or faulty valves. 



1/65 



FORD MOTOR CO, 1965 



PAGE 29 



PART E-FUEL SYSTEMS- 



Trouble 



Correction 



ENGINE EMITS BLACK SMOKE 









L Check for a restricted air intake. 

2. Check the engine for overheating. 

3. Check the pump timing. 

4. Check the injectors. 

5. Check the engine compression. 

6. Check the engine valves. 



DIESEL FUEL SYSTEM (INJECTORS) 









Trouble 



NOZZLE DOES NOT 
BUSS WHILE INJECTING 






NOZZLE LEAK-BACK 



Cur r*n lion 



1. Check to be sure needle valve is clean and not binding. 

2. Check to be sure valve seat is not leaking. 

3. Examine nozzle retaining cap for damage. 

1. Check for worn needle valve, 

2, Check for carbon or foreign matter on faces of nozzle and 
nozzle holder. 

3* Inspect faces and tighten nozzle retaining nut 



NOZZLE OPENING PRESSURE 
INCORRECT 



1. Check adjusting nut for looseness and reset. 

2. Check for damaged nozzle or siezed needle valve. 

3. Check nozzle holes for carbon or foreign .matter. 



NOZZLE SEAT LEAKAGE 



1 Check for carbon or foreign matter on faces of nozzle or 
nozzle holder. 

2 Check for sticking or binding needle valve. 



PATTERN DISTORTED 






1. Check for carbon or foreign matter on needle valve tip. 

2. Check for carbon in needle valve holes, 

3. Examine nozzle and needle valve for damage. 
























PAGE 30 






■CHAPTER 4- 



2. SPECIFICATIONS 

(NOTE: The following specifications supersede the specifications in the text.) 

\ . . 

GASOLINE ENGINES 

Ford Ford Ford Ford 

2000 3000 4000 5000 
Fuel Tank Capacity; 

U. S. Gallons 13,0 I3 + 16.0 20.0 

Imperial Gallons tmtr 10,8 10.8 13.3 16,6 

Liters.. 49.2 49*2 60.5 75,7 

Air Cleaner Diameter: 

Dry Type . 6.5 ins. 6.5 ins, 6,5 ins. 

(165.1 mm) (165.1 mm) (165.1 mm) 

Oil Bath Type 6.5 ins. 

(165.1 mm) 
Carburetor Float Setting: 

Without Hillside Flooding Kit . . All Models %±J^ in. (25.000+0.793 mm), + . t . , . , . „ , . . 

With Hillside Flooding Kit All Models J4±^ in. (22.225±0.793 mm) , 

Carburetor Main Jet Sizes: 

Prior to Production Code 5K1 . . . (No. 43) (No. 51 or 53) (No. S6) (No, 57) 

0.043 in. 0,051 or 0,053 in. 0.056 in. 0.057 m. 

(1.092 mm) (1.295 or 1.346 mm) (1.422 mm) (1,447 mm) 

After Production Code 5K1 (No. 43) (No, 53) (No. 60) (No. 57) 

0.043 in. 0.OS3 in. 0,Q6Q in. 0,057 in. 

(1.092 mm) (1.346 mm) (1.524 mm) (1.447 mm) 

Fuel Pump Pressure j . „ . . 5.6 U.S. gals. (4.5 Imp, gals,) {21.1 liters) per hour at 

1200 engine rpm with pressure of 1.8 psi (On 070 kg/sq* cm) 

at fuel pump outlet 

Maximum No-Load Speed 2065-2115 rpm 2285-2335 rpm 2395-2445 rpm 2275-2325 rpm 

Idle Speed All Gasoline Models — 600-650 rpm P , 

DIESEL ENGINES 

Ford Ford Ford Ford 

2000 3000 4000 5000 
Fuel Tank Capacity: 

U. S. Gallons 13.0 13.0 16,0 20*0 

Imperial Gallons 10.8 10.8 13,3 16,6 

Liters 49.2 49.2 60.5 75.7 

Air Cleaner Dia. (Oil-bath Type). . . 6,0 ins. 6.5 ins. 6.5 ins. 7.0 ins. 

(152 + 4 mm) (165,1 mm) (165.1 mm) (177.8 mm) 

Fuel Filter (Throw -away Type), ... 1 2 2 2 

Injection Pump Type hJ . . distributor distributor or in-line distributor in-line 

Lubricating Oil Capacity — J^ U.S. pt. % U.S. pt. 

(0.236 liters) (0.354 liters) 

Pump Timing I9°btde 19*btdc I9*btdc 19°btdc 

Maximum No-Load Speed 2175-2225 rpm 2175-2225 rpm 2395-2445 rpm 2285-233S rpm 

Idle Speed . All Diesel Models —60 0-6 50 rpm 

Torque Specifications (Lubricated Threads) Thread Pounds Kilogram- 
Size Feet meters 

Injector Line Nuts ,..,.. Ml 2 x 1.5 18-22 2.49-3.04 

Injector Retaining Nuts £f s -24 10-15 L38-2.07 

Injector Pump-to-Front Adapter Plate %-24 26-30 3.59-4.14 

Delivery Valve Holder (In- Line Type Pump) M20 x 1.5 40-45 4.14-4.84 

Injector Leak Off Line Bolt %-24 8-10 1.04-1.38 

Fuel Filter Line Nuts (with Extension) J420 15-30 2.07-4.14 



12 fW 



FORD MOTOR CO. 1966 



PAGE St 



4 



.PART 2-FUEL SYSTEMS 



(NOTE: The following specifications supersede tha specifications In the fast.) 



Torque Specifications (Lubricated Threads) (Cont'd) 

Injection Pump-to-Gcar Bolt .....,,.,,,.,, 

Injection Pump Outlet Tube Bolt . , • 

Injector Nozzle , , t , ,,,..,..,, 

Fuel Pump Drive . »•* 

Fuel Filter Element Pump (Diesel). 



Thread 


Pound* 


Kilogram 


Six* 


Feet 


meters 


He-24 


2025 


2.763.46 


H-20 


IS- 20 


2.07-2,76 


Kria 


15 18 


2,07-2,49 


&-i* 


10-23 


1 , JO-Jj 1-B 


1420 


6-10 


0,76-1*38 



specifications not listed above: 

Thread Pound* Kilogram - 
Sbe Fe«l meters 

#-12 6-9 0.83-124 

K-38. ,.-..,. 6-9 0,83-1.24 

$6-18 , IMS 1.66-2.0? 

^-24 15 18 2,07-2.49 

7^-16 .'«.».* *• 4 ••*-*»•. i-. 20-25 2.76-3.46 

H*24*« ■ ♦...., 3n»J5 4.15*4.84 



Thread Pounds 
Size Feet 

V«.l4 4S- J in 

■rip *^1 4. !■.*■**■■■■ Pl»*|»4»f«| TJ iiU 

jjk-20 *.,.,..„.-. 50-60 

>£-13 60-70 

7^-20. , itiMiti 70-80 

3ft-18 85-95 

5^*18. ...... , .,...,...., , , , r 130-145 



Kilogram- 
meters 

6.22-6.91 

6.91-8.29 

8.29-9.68 

9.68-11.06 

11.75-13.13 

17.96-20.04 









3* SPECIAL TOOLS 

GASOLINE ENGINE 

No special tool* are needed to service the gasoline engine fuel system. 



DIESEL ENGINES 

Tool Description 

Injector Tester 

Injector Nozzle Holding Fixture 

Nozzle Nut Remover and Installer 

Reverse Flush Nozzle Adapter 

Tallow {Polishing Paste) 

Polishing Sticks (5 mm) 

Inject Of Noxzle Cleaning Kit 

Kit consists of: 

Nozsle Cleaning Wires 

Pressure Chamber Drills 
•Reverse Flush Nozzle Adapter 
•Injector Nozzle Holding Fixture 
•Nozzle Nut Remover and Replacer 

Pressure Chamber Carbon Remover 

Valve Seat Scraper 
•Polishing Sticks 

Brass Wire Brush 
•Tallow (Polishing Paste) 

Pin Vise 

•Are not included in SW20 or CT9014 und HD148 



HD5S0 

HD145 

CT9009 

CT9024 

Obtain locally 

Obtain locally 

SW20 or CT9014 



Tool Number* 

J8666 
Pert of JS537 
Part of JA537 
Part Of J8537 
Part of J8537 
Part of J8537 

JB537 



NHD550 

NHD145 

CT9009 

CT9024 

Obtain locally 

Obtain locally 

HD148 






PAGE tf 






PART 3 
ELECTRICAL SYSTEM 



Part 3 

ELECTRICAL SYSTEM 

Chapter T 









WIRING, LIGHTS, AND INSTRUMENTS 

Section Page 

1* Wiring Harnett Identification 1 

2, Lights and Light Switch . . , 4 

3 Instrument Cluster 7 



Chapter 2 

BATTERY 

Section Page 

1. Description , II 

2 Soecjfi c Gravirv 1 1 

3» Periodic Maintenance .«..*«♦* .«...,♦«* 12 

4. Battery Test* * ..♦ . -.. - 13 

Chapter 3 
CHARGING SYSTEM 

Section Page 

1 Description 15 

m i V^IlCrq L(J4 H | * | p B t | | ■«■ + !-+■ +! + ■ + ■ + « II I 1 + If l + IS-ll-l<-t-r-rriB*Ki 1*1 + 14 Itf 

3, Generator Regulator *.,.,...,...,.. 23 



a/« 



FORD MOTOR CO. 1M* 



PAGE ; 



; 



Chapter 4 
STARTING SYSTEM 

M m UCSCTipUOTl .li i ill ■■ ■ ■ j ■■ !■ i | | Hi i ■ * l- ■ t p ■ ■■ ■■#*■ + ■■ II Hi4*I4I4 1141 ■■ J 

2. Starting Motor . - * .*...... 30 

3. Starting Motor Relay (434-Inch Models Only) t .......... . 43 

4« Safety Starter Switch , ... , .... ♦ . . . . 43 

5. Key-Starter Switch , * ......... 44 



Chapter 5 
IGNITION SYSTEM 

St* lion Page 

1. Description « . 4 ..«* + . ..... ..« 4S 

2. Ignition System Test*. ...>..<4.. I .»..* 47 

3. Distributor . . 51 

4. Distributor Drive ► mi r* .....«-. * * ■ * ■ ■ ■ 58 

5- Ignition Coil ...,..*...,...,. **.,..♦> 60 

6. Spark Plug* end Wires , ♦ . . ♦ ........... 61 



Chapter 6 

TROUBLE SHOOTING, SPECIFICATIONS, 
AND SPECIAL TOOLS 

See lion P*«* 

L Trouble Shooting. . . . ¥ * * 65 

2t opec in cat ions , . ,.»■■« ■...#.! »« ►■*■■. - - .**.*».■■.»■*»■• oa 

j . speouu xoois . . . . - ..,.ia t ji*. TT ...jL, + .............T..4i... f i 



PAGE ii 






Part 3 

ELECTRICAL SYSTEM 

Chapter 1 
WIRING, LIGHTS, AND INSTRUMENTS 



Sf-vt 



ion 



■W 



1 . Wiring Harness Identification ,,..*..,. 1 



2. Light* and Light Switch 



J, instrument Cluster .„,.,,....... 



fk«*4*tf * 



1. WIRING HARNESS IDENTIFICATION 






The wiring harnesses used depend upon the tractor 
assembly point and the model involved. The assembly 
points are identified by ttie stamped letters A, B, or C t 
prefixing the tractor serial number See Figure 1. Figure 
2 is an electrical system schematic for tract on with "A" 
or *B" prefixed serial numbers, and Figure 3 is an elec- 
trical system schematic for tractors with a "C* prefixed 
Serial number. 

A or B Prefix Letters: Tractors with serial numbers pre- 
fixed with the letters "A" or "B" use a single main wiring 
harness, Figure 4. If lights are installed, the headlamps 







may have been mounted either externally on the radi- 
ator shell or internally in the tractor grille, depending 
upon the requirements of the country in which the 
tractor is to be operated. Two rear lamps are used; one 
on each rear fender. On Ford 2000 and Ford 3000 
Tractors^ these tamps are combined with parking lamps. 
On Ford 4000 and Ford 5000 Tractors, the parking 
lamps are separate from the rear lamps. 






Figure 1 
Tractor Serial Number 



Either a four- or five-position rotary light twitch with 
a 15 -ampere fuse is used, depending upon the lighting 
requirements of the country in which the tractor is to 
be operated. These tractors are equipped with either 
an 1 1- or 2 2 -ampere generating system, again depending 
upon the model, type of transmission and operating con- 
ditions of*the tr ictor concerned. 

C Prefix Letter: Tractors with serial numbers prefixed 
with the letter "C use a front and rear main wiring 
harness with a multiple connector located in front of 
the fuel tank, Figure 7, If lights are installed, a three- 
position push-put) light switch incorporating a circuit 
breaker is used. The headlamps are mounted externally 
on the radiator shell and one rear lamp is used on the 
Left rear fender The tractors are equipped with a 22- 
ampere generating system. 

Figure 6 shows circuit descriptions for tractors with 
"A' or "B" prefixed serial numbers, and Figure 7 shows 
circuit description for tractors with a "C M prefixed serial 
number. 

When removing electrical harnesses or wires use ex- 
treme caution 'o avoid damage. When installing the 
harnesses or wire* be sure that ail clips are installed 
properly and that the wiring is not damaged by sharp 
corners or hot surfaces. 



2/66 



FORD MOTOR CO. 1906 



PAGE 1 



J 



-PART 3-ELECTRICAL SYSTEM- 



LH 



ftH 



m 






SIDE LAMP 





REAP LAMP 



TO BRAKE SWITCH 









-J V 



_l u * 



HEADLAMPS 




generator 

Foil pressure -^~ 
Switch 

— o|o |ji 



STAHTISG 
MOTOR 



O 



TO LM STOP LAMP 
i 



TO 
SIDE 
LAMP 



T0 ^ N =fcN 

SWITCH BRAKE ff **)] 
SWITCH V ^ZUJ 

f 
COMBINED STOP AND 
REAR LAMP {IHGHT-HANDJ 

STOP (BRAKE; LAMP 



STARTER RELAY 
OR SOLENOID 

o o 
o 



W\\\\r i>- 



FUEL TANK TEMPERATURE 

SENDER UNIT ^L ^^SENOER UNIT 



U) u; 



GEAR 



BATTERY 



GENERATOR 
REGULATOR 

E OWL F B 



GENEtATQB INSTRUMENT 



WARNING 
LAMP 



LAMPS 




LP. 



Oil PRESSURE 

WARMINGJ-AMP . 
_ _ _ __ — i-r » ™ -ITr j 
KEY^STAPTI 3 

SWITCH 

SAFETY STARTER 
SWITCH 

ojo 

TO IGNITION COH 



50a i 



s 



yt 



JTOLJACl 




i 
I 




3~ol 



j-iff TH|RMpSTAi r_ rr EQUIPPEp'i , 









STABILIZER /3oV 1 

o^-S\ :-] 

SSp !^Vr UGHT 

«aw I switci 

I 

i 
i 



FUEL TEMPERATURE 
GAUGE GAUGE 

O — 

HORN 



SWITCH SUTTON 



IMPLEMENT WORK LM*P 
(SWITCH IN LAMP | 




i 



TRAILER 
SOCKET 





TAIL 
LAMP 



HORN 



I 



I 
I 
I 
t 




LICENSE 
PLATE LAMP 



iGNtTlON SYSTEM 



Ti 



CONTACT BREAKER 



DlSTRIiBUTOH 




I 

K£ _Tr_l G coii° N * 




STARTER 
SWITCH 



SPARK 
PLUGS 



A I t 



THERMC START OPTION 



STARTER RELAY 

R E G UJ- A TOP OR SOLENOI D 




LIGHT 
SWITCH \Sf' 



KEY- 
STARTER 
SV. "I- 



ACCE550RIES 



THERMOSTART 



SELECT-O.SPEED TRANSMISSION 



OIL PRESSURE WARNING LAMP 



KEY-STARTER 
SWITCH 



DIAL 

LAMP 




FUSE 
J AMP 



LIGHT 

SWITCH 



A_A0IL PRESSURE 
^ SWITCH 



BROKEN LINES DESIGNATE 

OPTIONAL EQUIPMENT OR 
AN ACCESSORY 



IGNITION SYSTEM 

LIGHTING CIRCUIT 
CHARGING CIRCUIT 
INSTRUMENTS 
STARTING CIRCUIT 



Ftgura Z 

Electrical System Schtmallt-Traet&ri with "A" or "B" Prefixed Serial Numbers 



PAGE 2 



CHAPTER V 



LH 



fiH 




Hf ADLAMPS 






F 

GENERATOR 

OiL PRESSURE SWITCH 

OfO Jl- 







BATTERY 



- * 



<0^) ' K 



TEMPERATURE 
SENDER UNIT 



GENERATOR 
REGULATOR 

E om F a 



STARTING 
MOTOR 




uu u uw 









KEY 

STARTER 

SWITCH 




SAFETY STARTER 
SWITCH 



STARTER 
RELAY OR 



Of© 



FUEL 

SOLENOID ^NPER 
(J MIT 






© 



y\. 






A {E| FUSE 3 AMP 

O C 



-^INSTRUMENTAL 
© LAMPS ((g) 



TO COIL 



VOLTAGE 
STABILIZES 



■ B iO • 



: *U» 



TLMPERATURE 

GAUGE 




- 



OIL PRESSURE 






WARNING f ) ( ) 

LAMP v — ' ^-^ 



GENERAL 3R 

WARWINS 
LAMP 



LEFT jC 
LAMP (Jgj) 



r\ 



U&HT 
SWITCH 






IMPLEMENT 
WORK LAMP 



L_j*"\ TRAILER 
r -itJ SOCKET 



,7^ fWGHT 

jf-k REAR 
(j^) LAMP 



IGNITION SYSTEM 



CONTACT BREAKER 



T? 



is? 

il 



f§. 



DISTRIBUTOR 



'toi 



IGNITION J- TT 1 
KEYt COIL V V V 

STARTER S p A rkX 1 J 

SWITCH PUJGS - 



THERWOSTAftT OPTION 



REGULATOR 



LIGHT 

SWITCH 



ACCESSORIES 




STARTING 

mctoh 
50LEH0ID 



HEY 

STARTER 

SWITCH 



SElECT-QSPEED ■' RAN5M1SSIQ.H 
OIL PRESSURE EARNING LAMP 

TO STABILIZER 

& TERMINAL 



■Ojlraf -ll 



THFRMOSTART 



BROKEN LINES DESIGNATE 

OPTIONAL EQUIPMENT OR 

AN ACCESSORY 

1 




Soil pressure 
switch 



IGNITION SYSTEM 
LIGHTING CIRCUIT 

] charging Circuit 
) instruments 

□ starting circuit 



Figure 3 
Electrical System Schematic-Tractors with "C" Prefixed Serial Numbers 



7/66 



© FORD MOTOR CO '966 



PAGE 3 



■PART 3-ELECTRICAL SYSTEM- 






INSTRUMENT ClUSTER 






TRAILER SOCKET 



KEY-STARTER 
SWITCH 






GENERATOR 




HEADLAMPS 



SAFETY STARTER SWITCH 



STARTING 
MOTOR 



TO ENGINE COOLANT 

TEMPERATURE SENDER 

{WHEN INSTALLED! 






TO THERMOSTART 

OR IGNITION COIL 
{WHEN INSTALLED) 



Frgvr* 4 
Electrical System— Tractors ***th "A" or I 



Prefixed Serial Numbers 



2. LIGHTS AND LIGHT SWITCH 



For tractors with headlamp? mounted intern ally t 
Figure 4 fc the Lower radiator grille must be removed to 
gain access to the lumps. Remove the lamp, ease the 
sealed beam unit out of the rubber rim. Then release 
the wiring connector from the unit. Reverse the pro- 
cedure to install a new bulb. Where the headlamps are 



mounted externally, a new bulb may be Installed by 
first loosening the rim locking screw. Carefully spread 
the rim and remove the rim and headlamp from the 
housing. Disconnect the wiring connectors and remove 
the bulb. Reverse the procedure to install a new bulb. 
In the case of rear lamps the lens must be removed in 



PAGE 4 






■CHAPTER 1- 






LIGHT 



TO THERMQSTAftT 
OR IGNITION COH 
(WHEN INSTALLED) 



SW 

FUEL 
SENDER 



TCH 

INSTRUMEN 

c 



HEADLAMPS 




ENGINE COOLANT 
TEMPERATURE SENDER GENERATOR 



OIL PRESSURE 
SWITCH 






SAfEIY-STARTER 
SWITCH 



Figurt 5 
Electrical Systam-Tfactori with "C" Prefixed S#ri*l Numbin 






order to install b new bulb. The light switch is serviced 
as follows; 

1. Disconnect the ground (negative) cable from 
the battery. 

2, Loosen the locking screw (if equipped) in the 
light switch knob and remove the knob. 



3* Remove i 
to the r 









the nut retaining the switch assembly 
hood panel assembly. 



4, Disconnect the electrical wires and remove the 
switch assembly . 

5. Install phe parts in reverse of the above pro- 
cedure, 









2/M 






C FORO MOTOR CO. H 






PAGE 5 



PART 3-ELECTRICAL SYSTEM- 




Figure f 
Circuit Descriptions- Tractors with "A" or "B" Prefixed Serial Number* 



PAGE 6 



■CHAPTER 1- 



KEY TO WIRING CODES FOR FIGURE 6 
(Circuit Descriptlont-Tractpr* with "A" or "B" Prefixed Serial Number*) 



Wire We. 



Wir* Dttcriptiarv 



Wire- Cod* 



+ k+i + + + + -"- + -f* h ■ 



,........* + 



« m a * 9 h 



1 Regulator "D>* to generator "D" ..,, 

2 Hegulatar "F h to generator "F" 

3 Regulator "B" to starting motor solenoid .... 

4 Regulator "B n to key. starter switch , ( 

5 Regulator "E" to ground **♦.♦». 

6 Regulator U WL" to generator warning light ., 

7 Starting motor solenoid to safety-starter switch . . . . , 

8 Key-starter a witch to safety-starter switch *.,.,,,,...,.. 

9 Key-starter switch to thermostart (diesel) (to coil -gasoline) 

10 Key -starter switch to instrument panel voltage stabilizer . . 

1 1 Key-starter switch feed to fuse 

12 Key -starter switch to accessories 

13 Light switch to side and rear Lamps . . 

14 Light switch to headlamp tow beam . . 

15 Light switch to headlamp main beam * 

16 Light switch to panel light connection 

1 7 Oil pressure switch to oil pressure warning light connection . 
13 Horn to horn burton »»*,,..,< • * i * 

19 Instrument panel ground to regulator "E" **,,.«.«-.. 

20 Fuel tank unit to instrument panel ground •..,,*, 

21 Fuel tank unit to fuel gauge connection 

22 Horn to regulator "E 1 * . * * . . * , « •* . .. •>.> 

23 Instrument panel feed to warning Light connection . . . 

24 Instrument panel warning light connection to generator 

warning light .♦*...»,.,..***.*«.»-■ 

25 Instrument panel warning light connection to oil pressure 

warning Light *♦**... 

26 Temperature sender unit to temperature gauge 

27 Voltage stabilizer to fuel gauge ....♦.♦ * * . . . - - 

28 Fuse to light switch ... * «♦.... * - - - 



......... * 



* * * ♦ * 



■ i i ■ * 



#4 * » + ■> • W 



•»*»**«- 



■ ■ a a ■ a a 



.... 



• a a. ■ 



a ■ a p ■ -i 



a ■ • r * 



• ■ 



i - - - 



» ■ 



m * * * * 



»■/*»* 



Brown-Yellow 

Brown-Green 

Brown 

Brown 

Black 

Brown-Yellow 

White-Red 

White-Yellow 

Brown-Red 

White 

Brown 

White 

Red 

Blue-Red 

Blue-White 

Red-White 

White-Brown 

White-Green 

Black 

Black 

Green-Black 

Black 

White 

White 

White 
Green-Blue 
Green-Blue 
Brown 



3. INSTRUMENT CLUSTEK 



The instrument cluster, Figure S, include* the Proof- 
Meter, fuel gauge, temperature gauge, generator indica- 
tor light* engine oil pressure light, and a constant volt- 
age stabilizer, The voltage stabilizer maintains approxi- 
mately 10 volts for fuel and temperature gauge Opera- 
tion. 

In order to service any of the components, the cluster 
must be removed. The warning light bulbs ^rt serviced 
after performing step 2 under "A. Removal", 



assembly, Figure S, to the rear hood panel 
assembly 






A. Removal 

NOTE: The inttrument clutter anaemhty contain* 

delicate ingtrumenU and gauge** Vte extreme care 
during maintenance and repair , not ta drop, jar, or 
cause other damage ta the assembly. 

. Disconnect the ground (negative) cable from 
the battery* 

2. Remove the four screws securing the cluster 




GENERATOR 
INDICATOR LIGHT 



OIL PRESSURE 



LIGHT J 



Figure 1 
Instrument Cluster Assembly 



2/04 



© FGRO MOTOR CO 1^6 



PAGE 7 



■PART 3-ELECTRfCAL SYSTEM 




GASOLINE IGNITION 5Yv> v] 






'it^fl ■■■ 



rtTi 



I LIGHT SwTfCH 







I N STSimENT CLUSTER 







(T)l 



.-m 













L 



[GENERATOR REGULATOR 







FIVE 
POSdtON 






THREE 
POSITION 



£/'* | KEY STARTS SWlTCHl 

DIESEL WITHOUT 
THERMOSTART 






PAGE a 



Figure 7 
Circuit Description i—Tract on with "C" Prefixed Seriil Numbers 









-CHAPTER V 



KEY TO WIRING CODES FOR FIGURE 7 

[Circuit Description!— Tractors with "C" Prefixed Serial Numbin] 



Wit* No 



Wire Description 



Wire Code 



1 



I 

I 

3 

4 

5 

a 

7 

8 

9 

10 

11 

12 

13 

14 

15 

16 

17 

19 

23 

24 

29 



Regulator ,( D" to generator "D" 

Regulator "F" to generator "F w . , ♦ , 

Regulator "B" to starting motor relay or solenoid 

Regulator c, B n to key-starter switch "batt" 

Regulator "E" to ground 

Regulator "WL" to generator warning light <.»..»..» 

Starting motor relay to safety -starter switch 

Key^starter switch "start" to safety-starter switch 

Therm ostart connection to key-starter switch connection 

Key-starter switch w bujc" to fuse . . * 

Key-starter switch Light terminal to light switch . 

Fuel sender to fuel gauge 

Light switch to tail lamp connection lM j,, 

Light switch to headlamp connection ........... 

Fuel sender ground to instrument panel ground . . . 

Light switch to panel light connection . - 

Oil pressure switch to oil pressure warning light . . , 

Regulator "E' 1 to instrument panel ground 

Fuse to voltage stabilizer and warning lights ..... 
Temperature gauge to temperature sender assembly 
Voltage stabilizer to temperature gauge 



ri ■ 4 ■ ■ i ■ ■ 



I -h -I f 



■■■kaala»ll4 



■ a m J 



* I ft * I 



■ . m m m 



■ft * m «■ 



■ -■1 + 144 



i-i-ii 



i h k h 



Brown -Yellow 

Brown-Green 

Brown 

Brown 

Black 

Brown-Yellow 

White-Red 

White- Yellow 

Brown-Red 

White 

Brown 

Green-Black 

Red 

Blue-Red 

Black 

Red-White 

White-Brown 

Black 

White 

Green -Blue 

White 






3. Carefully pull the cluster assembly away from 
the rear hood panel assembly and disconnect 
the electrical wires and Proof -Meter cable 
assembly. 

4. Remove the cluster assembly and remove the 
sealing gasket. 

B. DiHuxMcmhlv 

L Remove the four screws and lock washers, Fig- 
ure 9, which retain the case assembly to the 
besel assembly. 

2. Loosen the two screws and washers which 
retain the Proof-Meter assembly to the case 
assembly. 

3. Remove the terminal nuts and lock washers 
which retain the gauges to the case assembly. 
Remove the terminal and two insulating wash- 
ers and remove the gauges. 

4. Remove the two screws and lock washers which 
hold the constant voltage stabilizer to the case 
assembly. 



Insert the gauges in the case assembly (fuel 
gauge on left side, temperature gauge on right 
side— as viewed from the front of the cluster). 
Place i be two insulated washers (slotted washer 
over the thin washer) and blade terminal over 
the gauge studs and secure with the nuts and 
lock washers 






G Assembly 



L Attach the constant voltage stabilizer, Figure 
9, to the case assembly. Secure tightly with the 
two screws and lock washers. 



1, Insert the Proof -Meter assembly into the case 
assembly, Secure the assembly with the two 
screws and lock washers. Be sure the two rub- 
ber se:ils and Hat wiishers are placed between 
the case and the lock washer (seals against the 
case). 

4. Position the case assembly on the bezel. Be sure 
the sealing strips are fitted between the bezel 
and tht? assembly. Secure the assembly with the 
four screws and lock washers, 

D« Installs! inn 

1. Place :hc instrument cluster on the rear hood 
panel and connect the main harness connectors, 
warning light, and instrument panel sockets as 
shown in Figures 6 or 7. Connect the Proof- 
Meter cable. If it is difficult to connect the 
cable, first remove the cable from the generator 
then connect the cable upper end to the instru- 
ment cluster. Reconnect the cable to the gener- 



a/66 



© FORO MOTOR CO, MU 



PAGE ft 



■PART 3-ELECTRICAL SYSTEM- 



ator after the cluster assembly is secured to 
the rear hood panel assembly, 

2. Secure the duster assembly to the rear hood 
panel, making sure that the gasket is properly 



seated. Do not overtighten the four retaining 
screws. 

3. Connect the ground (negative} cable to the 
negative terminal at the battery. 



SCREW 



@* 



SfcZEL 
ASSEMBLY 



WASHER SCREW 



VOLTAGE 
5TA&ILI2ER 



CASE 
ASSEMBLY 



FUEL 
GAUGE 



PROOF METER 
ASSEMBLY 



PROOF .METER 

CABLE 

ASSEMBLY 

INSTRUMENT 
BULB 

SCREW 
WASHER 













Figure 9 
Instrument Clutter Assembly Components 






PAGE 1D 






Part 3 






ELECTRICAL SYSTEM 






Chapter 2 
BATTERY 















Scttifiii 

1 . Description . . . . 

2. Specific Gravity 









.1 L ■ 



... 



Pig* 

ll 



3. Periodic Maintenance 

4* Battery Tests . 



- . 









Two different lead acid type storage batteries may be 
used, depending upon the electrical requirements of the 
model tractor concerned. One is a 128*ampere hour unit, 
while the other is an BO -ampere hour battery. Both bat- 
teries are 12 volts with six-cell construction and are 
negatively grounded. Each cell produces approximately 
2*1 volts for a total battery output of 12.6 volts. The 
battery is located above the tractor engine and is se- 
curely mounted to a swing-out type tray for easy 
servicing. 

The battery has three major functions: 

* To provide a source of current for starting, light- 

ing,, and ignition (gasoline tractors) 

* To help control the voltage in the electrical 

system 

* To furnish current when the electrical demands 
exceed the generator output 



• - + ■ 

12 









■ - - 



[ON 



U 



The batter y is constructed in such a manner that each 
cell contain* positive and negative plates alternately 
placed next to each other. Each positive plate is sepa- 
rated from a negative plate by a nonconducting porous 
separator which prevents the plates from touching each 
other. If any of the positive plates shoutd make contact 
with negative plates within a cell* the cell will short- 
circuit and [■ » longer be useful All of the positive plates 
are welded to a post strap, forming a positive group, 
and all the negative plates are welded to a similar 
post strap, forming a negative group. 

Each positive plate is composed of a leed grid with 
lead peroxide (lead and oxygen) panted into the grid 
openings, The negative plates are composed of a lead 
grid with spongy lead pasted into the grid openings. 

The liquid electrolyte is comprised of sulphuric acid 
and water mixed together to form a sulphuric acid 
solution. 






2. SPECIHC C.RAVm 



The specific gravity of battery electrolyte indicates 
the state of charge of the battery. The electrolyte in 
a fully charged battery is approximately 1.2 80 times as 
heavy as pure water when both liquids are at the same 
temperature. Therefore, the electrolyte of a fully charged 
battery would be described as having a specific gravity of 
L280 (approximately 32 Baume : ) r When the battery 
discharges sulphuric acid in the electrolyte combines 
chemically with the plates, thus lightening the weight 
of the remaining electrolyte. The battery hydrometer 
will determine the specific gravity of the electrolyte in 
a cell. The amount of unused sulphuric acid in the solu- 
tion is a measure of the degree of charge of a normal 
cell 



The tablt on page 12 illustrates a typical rnnge of 
specific gravity for a cell in various stages of charge 
based on the ability of the battery to "turn over" the 
engine at SO R (26.7X.). 

The lowi r the temperature at which a battery is 
required to operate, the more necessary it is ihut the 
battery be maintained in a fully charged condition, A 
battery hav ng a low specific gravity of 1 .225 at 80 F, 
(26.7*C) will operate the starting motor at warm 
temperatures but may fail at extremely low tempera- 
tures due tn the lower battery efficiency at a low tem- 
perature. 

* l ,280 potntl tpodfic gravity = 32 Baume 
1 .260 pcriTSij ipeciAc gravity — 3-1 * Baum? 
0,010 points specific gravity = I * BaUmr 



2/66 



© F0RO MOTOR CO 1M8 



PAGE 11 



■PART 3-ELECTRICAL SYSTEM- 



3, PERIODIC MAINTENANCE 



BATTERY EFFI( ll-.M ^ 
AT VAKIOrS TEMPERATURES 



Temperature 


fficiency of t 
Fully Charged Battery 


80 F. (26.7 C.) 
50 F. (10.0 €,} 
30 T, C-i.l'XO 
2Q r F. C-6.7 D C.) 
10 e F. (-12.2*C.) 
OP, (-I7<8 g C) 
-10*F. {- 23,3 C.) 


100% 

$2% 
64% 
S%% 
50% 
40% 



Maximum battery life can be obtained only when 
proper care and periodic inspection is given the battery. 
It is also important that output rapacity hould not be 
exceeded by constant and excessive overloading, and 
that charging requirements be maintained. 

Water is one of the essential chemicals of a storage 
battery and under normal conditions of operation is 

the ■. j e l s > ompMiffini ■•"- lb* hattiijf wiud lh loti m ^ 
result of charging. It it important that the recommended 
level of electrolyte be maintained for maximum bat- 
tery life. 

SERVICING THE BATTERY 

The following steps must be observed when servicing, 
a battery: 

1. Never allow the electrolyte level to drop below 
the top of the plates, otherwise the acid will 
tt&fa a h :*.•!( <tjnicer.i!JV!lirm Qft*4 '.vilj ^fffffl" 
the separators and impair the performance of 
the plates. The plates must be completely cov- 
ered by the electrolyte to take full part in the 
battery performance. The level of the electro- 
lyte is correct when the liquid just coven the 
ring in the bottom of the filler well: the top of 
the red shield; or l A" above the plates, depend- 
ing upon the type of battery in use. 

2. Check the level of the electrolyte, when at or 
near room temperature. 

3. When refilling battery celJs> use only distilled 
wHier. Do not use well water. 

4. Always keep the battery at least V* charged, 
otherwise the battery plates will become sul- 
fated and loss of efficiency will result with pos- 
sible damage from freezing during cold tem- 
perature, 

5. Be careful to avoid overcharging the battery. 
Excessive charging will create high interna! 
heat, expanding the positive plates and causing 
them to buckle and warp. Distortion of the 
battery case and displacement of the sealing 
compound will also result. 

6. When fast charging the battery, be sure that 
the battery temperature does not exceed 125 *F. 
(51,7 C), otherwise the battery may be se- 
verely damaged. 



NOTE: Thermotfalie rant rat assures maxh 
mum rharge in tht- short* ft ptumihle time, 
Unxmumi fast eharfie rate far a 12-valt tint' 
tery thou hi not *xe*e4 30 <tmp*r<pt. 

7, Never add sulphuric acid to a cell unless the 
electrolyte has been lost through spilling. Any 
electrolyte added must be at the proper specific 
gravity. 

Dry Charged Batteries 

If the tractor is equipped with a dry charge battery, 
or if a new dry charged battery is to be installed, prepare 
the battery for service as follows: 

NOTE : Bry r harped flatteries mutt not he allowed to 
stand in an unfilled state after the time period (an* 
proximately one year) stamped on tht* halt err hat 
expired. 

1. Remove the battery cell vent plugs, 
2« Fill each cell with electrolyte of the correct 
specific gravity as outlined in the following 
chart. The cells should be filled until the elec- 
trolyte is at the top of the ring in cell; to the 
top of the red shield; or Va inch above the 
plates, depending upon the type of battery in 
use. 

IMPORTANT: The eler t ntiyie t houirl he diluted f*J- 
piiitrie at iii nuffieienfty pure fat storage battery Hie 
utnl nhvttld preferably he tit tt temperature between 
7§*F. (21. re.) ami 90* f\ (32.2 a t\).ln add dl 
mnlet it may he necessary to ptare the eiertralyte ami 
the battery to be aerrieed in a warm room until bath 
have attained room temperature* 

3. After filling, allow the battery to stand for at 
least 15 minutes. The electrolyte level in the 
cells may fall due to absorption. In this case 
it must be restored by adding more electrolyte 
of the correct specific gravity, 

4. Install the battery cell vent plugs. 

The battery is then ready for installation on the 
tractor, and can be used to start the tractor engine IS 
minutes after filling. If, however, an attempt to start 
is made and fails, the battery should be left to stand 
for one hour before a further attempt is made. 

If facilities exist, it is a useful practice before installing 
the battery on the tractor, to give a freshening charge for 
about four hours at the normal charging rate of 3,0 amps, 
and then check that all cells are gassing freely. 

REMOVAL AISD INSTALLATION 

1. Disconnect the battery cables from the battery 
terminals, always removing the ground cable 
first, 

2. Remove the wing nut and washer from the hold- 
down clamp bolts. Remove the bolts. 



PAGE 12 



■CHAPTER 2 



SPECIFIC GRAVITY OF ELECTROLYTE FOR FILLING DRY AND DRY CHARGED BATTERIES 


t 


Temperate 
Climate* 


Tropical 
Climates 


Specific gravity of electrolyte 
for filling new batteries 


1.260 1.270 
{30*-3r Baume) 


1.230-1.240 
(27 2 -2S a Baume) 


Specific gravity of electrolyte 
at end of charge 


1.270 1,285 
(3T32 Baume) 


1.240- L2S5 
(28-20.5 Baume) 


Maximum permissible temperature 
qf electrolyte during charge 


125 F, 

(51.7 C) 


125 F. 
(51J C) 






Remove the hold-down damp from the battery 
and lift the battery from the battery tray. 

For 80-ampere hour batteries, install the battery 
in the tray with the positive terminal at the 
rear. For 128~ampere hour batteries, both ter- 
minals, are at the rear, Secure the hold-down 
clamps with the wing nuts and washers. 






IMPORTANT: A I trays connect the positive battery 
cable first and the ground (negative) table lati. 

CHARGING THE BATTERY 

A slow charge is the only method which can be used 
to fully charge a battery. A high rate charger can be 
used to quickly boost the capacity of a battery, but 
must be followed by a slow charger to bring a battery 
to full charge, 

1. Thoroughly clean the battery casing, cell covers, 
and terminals. 

2. Check the level of Che electrolyte in each cell. 
If necessary, add water as previously mentioned. 

With a slow charger, use s, rate of 3 to 4 amperes 
for ft length of time necessary to bring the bat- 



3. 



tery to a full charge. This may take 24 hours, 
or more, if the battery is heavily sulfated. A 
severely sulfated battery might not accept a 
charge at all. When the battery is fully charged, 
the cells will gas freely and the specific gravity 
will nminin constant. Remove the charger after 
three consecutive hydrometer readings taken at 
hourly intervals indicate that the specific gravity 
has stopped rising. 

When using fast rate or high rate charges, care- 
fully follow the manufacturer's inst ructions. A 
high rate charger cannot be used to charge a 
battery to full capacity. If a full charge is de- 
sired, use a slow charge after the high rate 
charge. 



IMPORTANT; High rate sharping raises the temper- 
ature of the electrolyte, tmtl* unless the rhtirger U 
equipped with an automatic time or temperature 
device* the elr*ctrolyle will exceed I25*F. ($I.7*C*) 

which may cause violent battery gassing, 

CAUTION: 1 Ji^fi the hat tery it being charged , an 
explosive gas in being produced. Do not smoke or use 
an ex pasted ftntne when checking electrolyte level* 









4. BATTEKY TESTS 






Before preparing the battery tests, check the battery 
for a dirty top clogged vents, corrosion, raised cell 
covers, or a cracked case. Add water if the electrolyte 
is below the plates, Distilled water may be added to 
bring the electrolyte up to the proper level. 

The state of battery charge can be determined by 
making the SPECIFIC GRAVITY TEST" outlined 
below. 

The condition of a discharged battery can be deter- 
mined by its ability to deliver current as covered on 
page 14, under "CAPACITY TEST". 

The condition of a charged battery can be determined 
by its ability to accept charges as covered on page 14, 
under 'TEST CHARGING". 

NOTE : The following tests are performed using a 
hydrometer , a hartery starter tester (high-rate dis- 
charge tester)* and Intttery charger. 



SPECIFIC GKAV1TY TEST 

To determine the state of charge, check the specific 
gravity of the battery with a hydrometer. If water has 
recently been added, accurate hydrometer readings will 
not be obtained 

1. With the float in a vertical position, away from 
the siiie of the barrel, take the reading with your 
eye at the level of the bottom of the curved 
portion of the Liquid. 

2. Adjust the hydrometer reading for electrolyte 
temperature variations by subtracting four 
points (0.004 specific gravity) for each 10 
degree* Fahrenheit below the temperature at 
which the hydrometer is calibrated and adding 
four points (0-0O4 specific gravity) for each 10 
degrees Fahrenheit above this temperature. 



2(66 



© FORD MOTOR CO, 19M 



PAGE T3 



■PART 3-ELECTRICAL SYSTEM- 



The following ate examples using a hydrometer cal- 
ibrated at 80F, (26,7 'C). 

Example 1; 

Temperature below 80*F, (26.7 fl C): 

Electrolyte temperature 20*F, (-6.7 C) 

Hydrometer reading r . ******** * 1.270 

Subtract (& x 0.004) .,,,.«. , .0.024 

Corrected Specific Gravity * 1.246 

Example 2: 

Temperature above 80^. (267*C): 

Electrolyte temperature 1Q0°F. (37.8 B C.) 

Hydrometer reading **.**«.....<. 1.255 

Add (2 x 0,004) 0.008 

Corrected Specific Gravity .'. + **..*..*, 1.263 

3* Determine the state of charge using the follow- 
ing information: 
State of Charge Adjusted Specific Gravity 









1.. Hi) 






U30 
1.180 
U30 



100% 
75% 
50% 

Discharged 

NOTE : Specific gravity shout d not rflry more 
than 0.025 point* heiuwen relit. 

4. If the specific gravity is 1.280 or more, the 
battery Is fully charged and in good operating 
condition. 

5. If the specific gravity is below 1.280. charge the 
battery and inspect the charging system to de- 
termine the cause of the low battery charge. 

CAPACITY TKST 

The battery capacity test is made to determine if the 
battery has sufficient discharge capacity for the load 
imposed upon it by the accessories whik' cranking the 
engine. The voltage reading obtained in this test is used 
to determine the battery condition. Before testing the 
battery 4 be sure that the electrolyte levt-l is above the 
cell plate-s and that the specific gravity of each cell is 
1.225 or more. 

Th« battery may be tested on or off thr_» tractor. 

1. Set the current control switch of the battery 
starter tester (high-rate discharge tester) in the 
"OFF" position and the voltage selector switch 
at a voltage equal to, or slightly higher than, 
the rated battery voltage. Connect the tester 
positive leads to the battery positive terminal 
and the tester negative leads 10 the battery 
negative terminal 

2, Turn the current control knob until the am- 
meter reading is three times thy ampere-hour 



raiting of the battery being tested. Note the 
voltage reading. 

* If the reading is 9.6 volts or more, the battery 
has a good output capacity and wilt readily 
accept a norma] charge, 

* If the reading is below 9.6, test charge the bat- 

tery as outlined on page 14, under TEST 
CHARGING". 

CAUTION ; Avoid leaving the high diaeharge 
load on the battery for period m longer than IS 
second** 

TEST CHARGING 

IMPORTANT: lite this te*t only on batteries that 
hove failed the "BATTERY CAPACITY TEST". 

1. Attach the battery starter tester (high rate 

discharge tester) positive leads to the battery 
positive terminal and the negative leads to the 
battery negative terminal. 

2. Connect the battery charger positive Lead to 
the battery positive terminal and the negative 
lead to the battery negative terminal. 

3. Turn the charger timer past a "3 minutes" 
charge indication, and then back to the "3 min- 
utes 11 indication. 

4. Set the charging rate as close as possible to 40 
amperes. 

5. After three minutes of this fast charge, with the 
charger still operating on fast charge, observe 
the voltmeter reading as indicated below: 

* If the total voltage is over 15.5 volts, the battery 
is unsatisfactory' in its present condition and 
probably is sulfated or worn out. 

* If the total voltage is under 15.5 volts, test the 
individual cell voltages (if battery has external 
cell connections) with the charger still oper- 
ating on fast charge* 

* If the individual cell voltages are even, within 
0.1 volt, test the specific gravity of each cell 
and recharge the battery according to the fol- 
lowing: 

Fast Charge 

Specific Gravity " Up To 



1.150 or less 
1.1 50 to 1.175 
L175 to 1.200 
L200 to 1.225 
1.20010.1,225 



1 Hour 

V* Hour 

*h Hour 

■/* Hour 

Slow Charge Only 



PAGE U 






* If individual cell voltages are uneven by more 
than 0.1 volt, install a new battery. 

NOTE: At way $ tent the ton* pi ftp charging system 
irltenrrer battery trouble ix experienced. Refer to 

M.2A0 points ^pacific gravity — 32* Bium* 
1.260 points i pec i fie gravity r 31' Biume 
0.0 1 points iprcific gravity =: 1" Bautnr 






■ — 



Part 3 






ELECTRICAL SYSTEM 









Chapters 






CHARGING SYSTEM 



Section 



1 Deseriotion 
2, Generator 



j i. m.m . m * fl. >f 



> j i > 



- t.ij *■*■»■ 



■ m m ■ 



Page 
. IS 
. 15 









J- vjcncrBtor regulator ■ . . .. ■ . >. *> ■ ^j , # , i ., t . t . ^ 4. ■ » j ^ . ¥ ■+..■■■ j ■ j ■ 1 ■. • £j 















1. DESCIUPTION 



The charging system consists 0/ the generator, gen- 
erator regulator, generator charge indicator, and the 
necessary wiring to connect the circuit. See Figures 2, 
3 f and 24. A shunt wound , two-pole type generator pro- 
vides the electrical energy necessary to keep the battery 
in a fully charged condition^ Generator output is con- 
trolled by the generator regulator which consists of the 



cutout relay, the current regulator, and the voltage 
regulator. 

Before attempting to make any repairs or adjust- 
ments to components of the charging system, make 
certain that the fan belt is properly adjusted t the battery 
is fully charged, and that ill electrical terminal con- 
nections are secure. 









2. GENERATOR 









DESCRIPTION AND OPERATION 



A 22-ampere ventilated generator or an 11 -ampere 
non-ventilated generator is used on the Ford Tractors. 
When using the 2 2 -ampere generator, a 22-ampere 
generator-regulator must be used. When using the 11* 
ampere generator, an 11 -ampere generator-regulator 
must be used. The generator-regulator may be identified 
by the numbers stamped on the base plate as outlined 
on page 70. Both generators are shunt wound, two-pole, 
two-brush units, and incorporate a Proof- fleeter drive 
assembly attached to the commutator end plate. The 
generator pulley-to-crankshaft pulley drive ratio is 
2.14:1. 

Both generators are designed with a M B" type cir- 
cuit. In this type of circuit one of the held coil leads is 
connected either to the ground brush inside the genera- 
tor or to the generator frame. The other field coi] lead 
is connected to the armature terminal through the regu- 
lator^ Current in the "B" circuit travels from the insu- 
lated brush, to the gen era tor- regulator, the generator 
*ield coils, and to ground inside the generator. See Fig- 
ure 24. 



In operation, both generators function the same. The 
generator armature is driven by the belt which also 
drives the water pump and fan. The output of the gen- 
erator is controlled by the generator-regulator, the state 
of charge of the battery, and the electrical loads im- 
posed by the equipment in use. The armature rotation 
within the strong magnetic field imposed by the gen- 
erator field coils produces an electric current. At normal 
operating speed, adequate current is generated to oper- 
ate electrical accessories and replenish the battery. 

GENERATOR TESTS 

Output Test 

For easier and rapid diagnosis and for most conclu- 
sive test results, it is recommended that a generator- 
regulator tester be used when diagnosing charging sys- 
tem problems. When using test equipment follow the 
manufacturer's recommended test procedures. If test 
equipment is not available, follow the test procedures 
outlined below Charging system specifications are out- 
lined in the specifications section, page 69. 



2/66 



FORD MOTOR CO 1966 



PAGE 15 



PART 3-ELECTRiCAL SYSTEM- 



Using * standard voltmeter (0-20 volts), the genera- 
tor can be checked for proper operation without remov- 
ing it from the engine by using the following procedure: 

1, Check the generator drive belt and make sure 
it is Adjusted to the proper tension* 

2. Inspect the generator terminal & for dirt or loose 
connections. 

3< Disconnect the wires from the generator ter- 
minals and connect a jumper wire across the 
two terminals. 

4. Start the engine and run it it idle speed. 

5. Connect the voltmeter positive lead to one of 
the generator terminals. Connect the voltmeter 
negative lead to a good ground point on the 
generator frame. 

6. Slowly increase the engine speed while observ- 
ing the voltmeter. The voltmeter reading should 
rise rapidly and without fluctuation, 

NOTE: Do not allow the voltmeter reading to 
reach 20 veto, and do not race the engine in 
an attempt to increase the pottage* 

* If the voltage rises rapidly and without fluctua- 
tion, the generator is functioning properly. 

* If the voltage does not rise rapidly or fluctuates, 
the generator is defective and must be disas- 
sembled to determine the cause of trouble. 
Refer to page 17. under '•DISASSEMBLY", 

NOTE : txcestive sparking at tht commutator 
white making this test indicate* a defective 
armature which must he discarded* 

7. If the generator is functioning properly, remove 
the jumper wire and reconnect the generator 
electrical connections. 

If trouble is still experienced in the charging system, 
an excessive resistance may exist in the system wires 
and /or connections. This excessive resistance may be 
due to a bad connection, a defective wtre-to-terminal 
solder joint, a break in a wire, or an improper ground 
connection. Ail theie items should be visually checked 
before proceeding with further charging system testa. 

REMOVAL AND INSTALLATION 

A* Removal 

If a generator failure is suspected, perform the gen- 
erator tests and generator-regulator tests, if outlined on 
pages 17 and 25, before removing the generator, To re- 
move the generator, proceed as follows; 



1. Unscrew the Proof-Meter drive cable from the 
Proof-Meter drive housing. See Figure 10. 

2. Disconnect the wires attached to the generator 
field and armature terminals. 

3. If installed 1 remove the perforated metal safety 
guard enclosing the fan belt and generator 
pulley. 

4* Loosen the bolts on the adjusting arm and gen- 
erator brackets. Rotate the generator toward 
the engine and remove the belt from the gen- 
erator pulley. 

5* Remove the bolts from the generator adjusting 
arm and generator brackets. Remove the gen- 
erator. 

B* Installation 

1. Position the generator on the generator bracket. 
Figure 10. 

2. Install the generator bracket and adjusting arm 
bolts. Do not tighten the bolts completely. 

3. Rotate the generator toward the engine and in- 
stall the generator drive belt. Pull the generator 
away from the engine until the belt has a y f%- 
tnch (12,70 mm) deflection measured mid-way 
between the generator and crankshaft pulleys; 
then tighten the generator bracket and adjust- 
ing arm bolts. 

4* Attach the wires to the generator held and arm* 
ature terminals- 




Figure 10 
Generator Installed— (11 Amp. Generator Shown) 



PAGE « 



•CHAPTER 3- 



5. Screw the Proof-Meter drive cable into the 
Froof-Meter drive housing, 

6. Polarize the generator as outlined on page 23* 

7. Perform the generator output test as outlined 
on page 15- 

8. If removed, install the perforated metal safety 
guard over the fan belt and generator pulley. 



DISASSEMBLY 






Both the 11 -amp. and the 22~amp, generator* are 
covered in the disassembly procedure. Refer to Figures 
11 and 12 to identify the components. 

1. Secure the generator in a vise equipped with 
soft jaws. Do not overtighten the vise. 

2, Unscrew the through bolts and remove the com- 
mutator end plate assembly. The Proof- Meter 
drive can be removed by loosening the two re- 
taining screws, 






3. Remove the armature and drive end plate 
assembly. 






4. Place the armature in a vise equipped with soft 
jaws. Do not overtighten. Remove the following 
parts: 

* Nut, lock washer, and pulley on 1 1-amp, models. 

* Nut t lock washer, pulley and fan on 22-amp. 
models. 

* Woodruff key and spacer. 

5. Press the drive end place assembly off the arma- 
ture shaft using a press as shown in Figure 13. 
After removing the end plate, remove the stop 
ring and thrust collar from the armature shaft 



BENCH TESTS 

A* Checking Armature far Open Circuits 

Burned spots on the surface of the commutator indi- 
cate that the armature has an open circuit The burned 
spots, are caused by an arc that is formed when the 
commutator segment, attached to an open circuit wind- 
ing, passes under a brush. If burned spots are detected , 
install a new armature. 






dm 






COMMUTATOR END PLATE ASSEMBLY 






SPACER 






STOP RING 






LOCK WASHER 



' 








THROUGH BOLT 
GENEH 
PROOF ETER DRIVE ASSEMBLY 

■ 



PULLEY 



DRIVE END PLATE ASSEMBLY 






2/W 






Flour* 11 

11 Amp, Generator— Disassembled 

O FORD MOTOR CO. 1 












PAGE IT 



-PART 3-ELECTRICAL SYSTEM- 



PBOOF METER DRIVE ASSEMBLY 



SPACER 




COMMUTATOR END Pi ATE ASSEMBLY 



BEARING 







THROUGH BOIT 









GENERATOR FRAME 



i 









THRUST COLLAR 




FAN 
kTE ASSEMBLY 



PULLEY 



Figure 
22 Amp. Generator- 



-Disassembled 



B. Testing Armature for Short Q remits 

In order Co test the armature far short circuits, use 
suitable armature testing equipment or a "growler" and 
follow the manufacturer's instructions on how to test 
for shout circuits, 



C. Testing Armature for Grounded Circuits 

Check the armature for grounding with reference to 
Figure 14 as follows; 

1. Attach the voltmeter positive Lead to the bat- 
tery ( 12 -volt) positive terminal 

2. Attach the voltmeter negative le^d to the arma- 
ture shaft. 

3. Connect a jumper lead between the battery 
negative terminal and t in succession, to each 
segment of the commutator, If a voltage reading 
is obtained, the armature is grounded and a new 
armature must be installed. 



D. Testing; Field Coils for Open Circuits 

I, Connect the voltmeter positive lead to the bat- 
tery positive terminal. 



2L Connect the voltmeter negative lead to the 
generator field terminal. 

3» Connect a jumper lead between the generator 
frame and the battery negative terminal 

4. Observe the voltmeter reading. The vol meter 
should indicate battery voltage. If battery volt* 
age is not indicated, the field coils have an open 
circuit and new field coils must be installed. 
Refer to page 16 for removal and installation 
instructions. 



E, Testing Field Coils for Grounded Circuits 

1. Remove the rivet retaining the field coit leads to 
the generator frame. Separate the leads from the 



t 



rame. 



NOTE: Be sure that neither trad it tvitthing 

the generator frame. 

2, Connect the voltmeter poiitive lead to the bat- 
tery positive terminal. 

3. Connect the voltmeter negative lead to the gen- 
erator field terminal. 



PAGE IB 






■CHAPTER 3- 



4, Connect a jumper wire between the generator 
frame and the battery negative terminal. 

5, There should be no voltage indication on the 
voltmeter. If there is a voltage indication, the 
field coils have a grounded circuit and new field 
coils must be installed. Refer to page 16 for 
removal and installation instructions, 

F. Testing Field Coils for Short Circuits and 
High Resistance 

Ammeter Connection*: 

1. Connect the ammeter positive lead to the posi- 
tive terminal of a fully charged 12 -volt battery* 

2. Connect the ammeter negative lead to the gen- 
erator field terminal. 

3. Connect a jumper wire between the battery 
negative terminal and the generator frame. 

Ohm meter Connections: 

1. Connect one lead of an ohm meter to the gen- 
erator field terminal. 

2. Connect the other lead of the ohmmeter to the 
generator frame. 

* If the ohmmeter reading (resistance) or am- 
meter reading (current) is as specified on page 
70, the field coils are satisfactoryn 

* If the resistance is higher, or the current is lower 
than specified on page 70, the field coils have an 




open circuit and new field coils must be in- 
stalled. 

■ If the resistance is lower, or the current is higher 
than specified on page 70] the field coils are 
shorted and new field coils must be installed. 

Refer to page 16 for removal and installation instruc- 
tions, 

INSPECTION AND REPAIR 

A. Brush Inspection 

To gain access to the brushes, complete Steps 1 and 2 
of the disassembly procedure, page 17. 

1. On the 11 -amp. generator, lift the brush springs 
and check the movement of the brushes within 
the holders* If they do not move freely, polish 
the sides of the brushes with a fine abrasive or 
a smooth file. 

2. Check the brushes for wear* If they are worn to 
less than the length specified on page 70> install 
new brushes. 

3. Check brush spring tension with reference to 
Figures 15 and 16. The end plate must be in- 
stalled so the brushes are in position on the com- 
mutator. Pull the spring scale radially. On the 
22-amp, generator, position the scale finger 
under the brush arm, as close to the brush as 
possible. Install new springs if the tension is less 
than specified on page 70. 



O VOLTS JUMP LEAD 




VOLTMETER 
[+JLEAD 






Figure 13 
Drive End Plata Removal 



Figure 14 
Armature Ground T«t 



!/M 



© FORD MOTOR CO. 19flfi 



PAGE 19 



PART 3-ELECTRtCAL SYSTEM- 



' 














Figure 15 
Check in a Brush Spring Tension— 11 Amp. Generator 



TERMINAL SCREW 



Figure 16 
Checking Brush Spring Tension— 22 Amp. Generator 



B. Brush Removal and Installation — ll-antp. 
Generator 

1. Remove the terminal screws and lock washers. 
Figures 15 end 16* 

2, Remove the brushes by pulling them toward the 
center of the end plate. 

3- Push the wires of the new brushes up through 
the brush holders And slide the brushes into 
place* 

4* Secure the brush wires with the terminal screws 
and lock washers. 

5. Reassemble the generator as outlined on page 
22, under "ASSEMBLY*. 



C* Brush Removal and Installation — 22-atnp. 
Generator 

h Remove the terminal screws end lock washers, 
Figure 16. 

2, Pry the clips off the tops of the brushes and 
slide the brushes out from between the brush 



arms. 






3, Position new brushes between the brush arms 
Secure them in place with the clips. 

4, Attach the brush wires to the terminals, 

5- Reassemble the generator as outlined on page 
22, under "ASSEMBLY". 

D- Armature Assembly and Armature Bearings 

1. Inspect the bearing on the commutator end of 
the armature assembly. If the bearing is worn 
or defective, install a new bearing as follows; 

a. Remove the bearing from the commutator 
end of the armature shaft, using Bearing 
Pulling Attachment No r 9S0 as shown in 
Figure 17} then slide the spacer off the arma- 
ture shaft. 

b. Clean the armature shaft and install the 
spacer. 

c. Install a new commutator end bearing as 
shown in Figure 18. 

2. Inspect the bearing in the drive end plate as- 
sembly for wear or damage. If the bearing is 
defective, install a new bearing as follows: 






PAGE 20 



-CHAPTER 3- 



out the rivets (or remove the screws) 
which secure the bearing retainer plate to 
the end bracket and remove the plate. 

b. Press the bearing out of the drive end plate 
assembly. 

c. Remove end clean the corrugated washer 
and felt ring (when fitted). Clean the bearing 
bore. 

d Place the felt ring and corrugated washer 
(when fitted) in the bearing bore in the 
drive end plate assembly. 

NOTE: If the service bearing is an un< 
sealed fype t *' must be lubricated with a 
gtH>ti quality high temperature melting 
point hearing grease. 

n. Press the bearing into the end plate untU it 
reaches the bottom of the bore. 

f, Install the bearing retainer plate and secure 
with the three screws and Lock nuts provided 
in the bearing kit. Install the screws from the 
pulley side of the end plate assembly* 

Check the armature for damage to the core and 
wires. If damage is evident* install a new ar- 
mature; do not attempt to machine the armature 
core. 

Clean the commutator with a gasoline-moist' 
ened cloth. Inspect the commutator surface for 





Figure 17 
Removing Commutator £nd Searing 



Figure II 
Installing Commutator End Bearing 

pits and burned spots, If necessary* turn down 
the surface as described in Step 5. 

5. Check the comutator runout following the meth- 
od shown for checking the starter commutator 
runout (see Figure 39), If the runout is more 
than specified on page 70 t turn down the cotn- 
mutatgr using a lathe and sharp cutting toot 
Rotate the armature at a high speed and take 
light cuts with the tool. Then, polish the surface 
with No. 00 sandpaper. Do not use emery cloth 
or emery paper. 

NOTE: Do not reduce the diameter of the 
commutator to less than the dimension speci- 
fied on page 70, ar a new armature must be 
installed. 

6. Perform the armature ground test as outlined 
on page 18. Reassemble the generator as out- 
lined on page 22, under "ASSEMBLY". 

E» Field Coils 

To gain access to the field coils, complete disassembly 
Steps 1 through 3 , page 17. Check the held coils for open, 
shorted, and grounded circuits as outlined on page IB 
and 19. If faulty, install new coils as follows; 



2m 



O FORD MOTOR CO, 19B6 



PAGE 2T 



PART 3-ELECTRICAL SYSTEM- 



1. Drill out the rivet securing the field coil termi- 
nal assembly to the frame, Figure 19. Remove 
the terminal insulator and washer. 

2. Remove the field coil insulation piece, 

3. Mark the pole shoes and the generator frame 
so that the pole shoes can be reinstalled in their 
original positions. 



6. 



4, Loosen the pole shoe retaining screws. Figure 
20; then remove the screws and withdraw the 
pole shoes and held coils from the frame. 

NOTE: A tool to remove the pola *hof>s con 
he f<thrirt\i ft} hy welding the end of u Phillips 
head strewilrirer to n nut, or Toot *\o. CP+ 
9504 (if (tvttiiahte ) may he used. 

5. Place new field coils on the pole s hoes and posi- 
tion them within the generator frame. Make 
sure the tape on the field coils is not caught 
between the pole shoes and the generator frame, 
or the electrical output will be impaired. 



Start the pole shoe retaining screws. 






7« Lightly tighten the pole shoe retaining screws to 
seat the pole shoes; then tighten the screws 
securely. 

&, Secure the terminal assembly to the frame. 
Figure 19, with the screw and washer, tighten 
securely. 

9, Install the field coil insulation piece, Figure 19. 



10. Repeat the ground test, page 18, Reassemble the 
generator as outlined below, 

ASSEMBLY 

Both the ll-amp. and the 22~arnp. generators are 
covered in the assembly ptocedure. Refer to Figures 
11 and 12 to identify the components. 

1. Place the armature in a vise equipped with soft 
jaws. Install the thrust collar and a new stop 
ling on the armature shaft. 

'2. Press the drive end plate assembly into position 
using a suitable sleeve placed v'.'er the drive end 
of the armature shaft to sup, ^i c the inner luce 
of the bearing as shown in Figure 21. 

3. With the armature in a vise, install the spacer, 
Woodruff key, fan (22-amp. generator only), 
and pulley Secure the components with the 
lock washer and nut. Tighten the nut to the 
specified torque, page 7L 

4. Place the generator frame in the vise and slide 
the armature assembly into the frame. Position 
the drive end place assembly so the locating pin 
fits into the slot in the generator frame, 

5- Align the generator terminal with the slot in the 
commutator end plate and install the end plate. 
The brushes should be spread with the index 
fingers and placed on the Commutator; do not 
try to force the plate, 









RIVET 




FIELD COIL 
TERMINAL ASSEMBLY 



INSULATION PIECE 






Figure 1) 
Field Coil Assembly 



FABRICATED POLE 

SCfiEW REMOVER 

AND INSTALLER 

Oft TOOl NO CP 9504 




Figure 20 
Removing and Installing Pol* Shea Screws 



PAGE 22 



■CHAPTER Zr 




Figure SI 
Installing Drive End Plate Assembly 



IMPORTANT: Be careful not to pinch the 

brush wires between the end plate and gen- 
erator frame. 

6. With each end plate locating pin seated in the 
frame slots, install the through bolts, 

7> Reinstall the Proof-Meter drive assembly, 

POLARIZING GEIVERATOR 

After the installation of a new or rebuilt generator, 
make sure the generator has the correct polarity before 
starting the engine. Reversed polarity will Cause the 
generator regulator cutout relay and lirniter contact 
points to vibrate and bum h To assure correct polarity, 
disconnect the wire from the field terminal ("F") of the 
generator regulator, and momentarily touch it to the 
battery terminal ( 4 *B sp ) of the regulator. The quick surge 
of current will correctly polarize the generator. 

IMPORTANT : Do not use a "jumper** wire to polar- 
ise the generator. The generator regulator points 
may be burnt -ft by this method* 















3. GENERATOR REGULATOR 






DESCRIPTION AND OPERATION 






This section includes information on both the 11-amp. 
and the 22-amp. generator regulators. The generator 
regulators are not interchangeable. An 1 1-amp. gener- 
ator regulator must be used with an ll-amp. generator, 
and a 22-amp, generator regulator must be used with 
a 22-amp. generator. The 11-amp, generator regulator 
and the 22-amp. generator regulator can be identified 
by the numbers stamped on the base plate. See Figure 
26. Refer to the specifications, page 70, for the respective 
identification numbers. Electrical check? and mechan- 
ical adjustments are the same for both models; differ- 
ences in the settings are detailed as required. 

The generator regulator consists of three basic units: 
the cutout relay, the current regulator, and the voltage 
regulator, Figure 22. 



contact is an integral part of terminal "B". The contact 
points are held open by a flat spring attached to the 
armature. Figure 22. The end of the spring rests on an 
adjustment cam which can be rotated to control the 
movement of the cutout contacts. 






VOLTAGE REGULATOR 
CURRENT REGULATOR 

CUT OUT RELAY 



ARMATURE 
SPRING 



BACK 
STOP 



• 












A, Cutout Relay 

The cutout relay, Figure 22, is an electro-magnetic 
switch with its contacts connected between the genera- 
tor and the battery. The relay has two windings on one 
core, a series winding (current sensitive) of low resist- 
ance {a few turns of a large wire) and a shunt, parallel 
winding (voltage sensitive) of high resistance (many 
turns of a small Wire), 

A movable cutout contact is located on the end of 
an extension to the armature, Figure 23; the stationary 







SWAMP 
RESISTOR 

Figure £2 

Generator Regulator 









2/66 



© FORD MOTOR CO. 1966 



PAGE ?3 



■PART 3-ELECTRICAL SYSTEM- 






movable 

CONTACT 

ARMATURE 

EXTENSIONS 



NYLOM 
WAFER 



VOLTAGE CUTOUT 

REGULATOR RfcLAY 

CURRENT 
REGULATOS 




STATIONARY 
CONTACT 
SUPPORTS 



STATIONARY 
CONTAO 



TERMINAL "B ,H 



Figure 23 
Armature Contacts 



MOVABLE 
CONTACT 

ARMATURE 
EXTENSION 






The cutout relay prevents the battery from discharg- 
ing through the generator when the generator voltage 
falls below the battery voltage. 

When the generator voltage reaches a predetermined 
value above the battery voltage, the current through 
both the series and shunt windings. Figure 24, produces 
a combined electro-magnetic field strong enough to over* 
come the resistance of the flat spring. This pulls the 
armature downward to close the contact points and 
permits a current to flow from the generator to the 
battery. 

When the generator voltage Tails below the battery 
voltage, a reverse current from the battery flows through 
the series winding and changes its magnetic field, This 
causes the magnetic field of the series winding to oppose 
the magnetic field of the shunt winding. As a result* the 
total magnetic field will not be strong enough to over- 
come the tension of the flat spring. The contact points 
will then be opened to prevent a reverse of current from 
the battery to the generator, 

!!♦ Current Regulator 

The current regulator, Figure 22. has a single low 
resistance (current sensitive) coil connected in series 
with the charging circuit. The stationary contact ii lo- 
cated on a metal support, riveted to the U-frame and 
insulated by a nylon wafer. Figure 23. The movable 
contact is attached to an extension of the armature, The 
flat spring, armature assembly, and adjustment cam 
are similar to those used on the cutout relay. 

The current regulator prevents the generator from 









producing a current greater than its rated output If 
allowed to produce an excessive current, the generator 
armature wires and commutator segments would ovei 
heat and melt the connections. 

When the generator current reaches the mauimum 
rated output of the generator, the electro- magnetic effect 
of the current Rowing through the current regulator coil 
is strong enough to attract the armature to the core. 
This opens the regulator contacts and directs the current 
through the field circuit resistor. Figure 24, The resist- 
ance imposed in the generating circuit reduces the mag- 
netic field in the generator and causes the generator 
output to fall. As the generator output falls, the current 
through the regulator coil is reduced, reducing its mag- 
netic field and permit ting the flat spring to overcome 
the magnetic al traction and close the contact points. 
The cycle is continuous and rapid, causing the contact 
points to vibrate at h i;ite necessary to hold the gener- 
ator output at a constant value. 



» rr&r 



(\ Voltagt* lU-gulatnr 

The voltage regulator, Figure 22, has a. single high 
resistance (voltage sensitive) coil connected in parallel 
with the generator held Except for the coil and bi -metal 
hinge spring, the voltage regulator is identical to the 
current regulator. 

The voltage regulator limits the voltage output of the 
generator to prevent overcharging the battery and burn 
ing out accessories. The regulator contacts remain closed 
until the generator voltage reaches the regulator oper- 
ating setting. When the setting is reached, the current 
through the voltage regulator shunt winding, Figure 24, 
produces a magnetic held strong enough to attract the 
regulator armature and open the contact points. 

When the contact points are opened, current is di- 
rected through the field circuit resistor in the generator 
circuit. The resistance in the circuit reduces the genera- 
tor field current, which lowers the generator output and 
causes the voltage regulator points to close. This cycle 
is rapid and continuous, causing the points to vibrate 
at a rate which will provide a safe generator output. 

D. Automatic Trmor rat tire ComuriiKHlioii 

High resistance caused by heat reduces the current 
flow through the generator regulator. This weakens the 
magnetic fields and reduces the operating voltages of 
the cutout relay and the voltage regulator. To maintain 
a constant voltage under all temperature conditions, a 
bi-metal material is used in the Spring assemblies of 
both units. The two metals have different heat sensi- 
tivity which automatically reduces spring tension as the 
temperatures rise, and increases the spring tension as 
the temperatures fall. 



PAGE 24 



■CHAPTER 3- 



VOLTAGE 

fcEGULATOI? 



CURRENT 

REGULATOR 



CUTOUT 
RELAY 



BATTERY 










La—iv-J 



WAftNSNG LAMP + 

KEY-&TARTER SWITCH 






Figure 24 
Charging System Wiring Diagram 



To further minimize the effects of heat, a two-coil 
"swamp* resistor is connected in series with the shunt 
coils, Figure 24. The resistor reduces the arcing tend- 
ency when the points start to open, resulting in a lower 
regulator temperature. 

TKSTS AND ADJUSTMENTS 

For easier and rapid diagnosis and for most conclu- 
sive test results, it is recommended that a generator* 
regulator tester be used when diagnosing charging tys- 
tem problems. When using test equipment, follow the 
manufacturer's recommended test procedures. If test 
equipment tt not available, follow the l«t procedures 
Outlined below. Charging system specifications are out- 
lined in the specifications section, page 70. Before start- 
ing the test procedures on the generator regulator, make 
the following checks: 

• Check to be sure the battery is properly charged. 
Refer to page 13. under "BATTERY TESTS". 

• Check to be sure the fan belt is adjusted to 
the specified limits. Refer to page 16, under 
"GENERATOR REMOVAL AND INSTAL- 
LATION". 



* Inspect the charging system wiring circuit for 
frayed or broken wires and for loose connections. 
Check all ground wires for good connections. 

Using a standard voltmeter (0-20 volts) and an am- 
meter (D-40 smnpSn), proceed as follows: 

A. Voltage llcgiildlcir 

Open Circuit Setting Tail: 

NOTE: Whtn cttrrking the twttage regulator open 
tirciiit setting* nit rherkn nmt wtjttstmentx should he 
rompieletl ft* rapittty ns potsihte to avoid errors due 
to heating oj the operating roil. 

1. Disconnect the electrical wires from the gen- 
erator regulator "B" terminal, 

NOTE.: It will hv nerewMiiry to use n jumper 
wire to rannert the two wires fiiseonttertetl 
from the "B** tennint I. if the^e wires are not 
vOnneftftf together, the engine will Hat stOrt. 

Disconnect the wire from the generator regu 
later ,l WL" terminal. Connect the voltmeter 
positive lead to the regulator "WL" term inn; 
and trie voltmeter negative lead to & good 
ground. 






12/56 



© FORD MOTOR CO. 1966 



PAGE 25 



PART 3-ELECTRICAL SYSTEM- 



.1. St Art the engine and increase the engine speed 
to 1500 rpm. The voltmeter reading depends an 
the ambient temperature around 'he regulator 
cover and should he within the limits specified 
on page 70. 

• If the voltmeter reading is steady and within 
the specified limits, proceed to cherk the current 
regulator under, "On-Load Setting Test," out- 
lined below. 

• If the voltmeter reading is stead/ but is not 
within the specified limits, the voltage regulator 
must be adjusted as outlined belnw r After the 
adjustment, proceed to check the 'Current Ad- 
justment** as Covered on page 27* 

• If the voltmeter reading is unsteady by more 
than * 03 volt, the voltage regulator contacts 
should be checked for cleanliness. Refer to page 
28* under "Reconditioning Contact Points* and 
clean the points. 

Voltage Adjustment: Using Generator Regulator Adjust- 
ing Tool, SWS04 or S43B1742, Figure 25, rotate the 
cam adjusting tool clockwise to increase the voltage 
output or counterclockwise to decrease the output. If 
the voltage output cannot be adjusted to within the 
specified limits covered on page 7Qv install i new genera- 
tor regulator 

Air Gap Adjuilment: If the movable contact point* have 
been removed for cleaning, or if the gap b not to speci- 

Mft^^B an 

\ III ^V CUTCJT «HAY 

NO- SW-504 QB NO 5<38I7 42^^ .ADJUSTMENT CAW 





Figure 25 
Generator Regulator Adjustments 



fi cations, the armature-to-core air gap clearances must 
be reset. See Figure 26. Refer to the specifications page 
70, for the required air gap clearances. 

1. Using Generator Regulator Cam Adjusting Tool, 
SW504 or 34381742, rotate the current and vol- 
tage regulator adjustment cams to a point that 
will give minimum lift to the armature tension 
spring. This is done by rotating the adjusting 
tool counterclockwise until the tension spring 
rests against the end of the adjustment cam T 
Figure 25. 

2. Loosen the movable contact point lock nuts 
and screw the movable contact points outward 
several turns. 

3. Insert a 0.054 in. (1370 mm) feeler blade be- 
tween the current regulator armature and core. 
Press the armature down and screw the mov- 
able contact point "in" until it just touches the 
stationary contact point. Secure the movable 
contact point with the lock nut. Release the 
armature and check the air gap to make sure 
it meets the specific at ions h page 70. 

4. Check the voltage regulator air gap as described 
in Step 3, using a 0.055 in. (1.397 mm) feeler 
blade on the 11 -amp. generator regulators, and 
a 0.053 in. (1.346 mm) feeler blade on the 
22-amp. generator regulators. 

5. Reinstall the generator regulator on the tractor. 
Make sure the wires are properly connected r see 
Figures 6 and 7. Refer to the procedures covered 
under "Current and Voltage Adjustment** to ob- 
tain the specified current and voltage output, 
Install the regulator cover, 

EL Current Regulator 

On- Load Selling Test: 

IMPORTANT: During the current regulator on-ioad 
writing, the generator tnuti develop iff maximum 
rated output, 77u"* rrin he done hy using a suitable 
elip targe enough to phyticatty hold the contact!* 
Figure -5. together. 

1. With the voltage regulator contacts shorted out, 
disconnect the wires from the regulator "B" 
terminal. 

2. Using a jumper wire + connect the wires removed 
from the regulator ,l J3" terminal to the ammeter 
negative lead, 

3. Connect the ammeter positive lead to the regu- 
lator HH B M terminal. 



PAGE 26 



CHAPTER 3 



CURRENT 
REGULATOR 

VOLTAGE 
REGULATOR 



ARMATURE 
CO«E AIR GAP 
CLEARANCES 




MOVAlLE CONTACT I 
LOCK NUT 



JDENTIFICATION 
NUMBER 



Figure 28 
Armalure-tO'Core Air Gap Adjustments 

4 t Turn on all tractor lights {if equipped). 

NOTE; If thv trtirtor it not equipped with 
lights, conned a lOQ-watt lamp across the 
battery terminals. 

5, Start the engine and increase the speed to 1500 
rpm. The ammeter reading should be steady and 
indicate a current equal to the maximum rated 
output of the generator, Refer to the specifi- 
cations on page 70. 

• If the ammeter reading is steady and within 
the specified limits, perform the "Cut4n Volt- 
age* test 

• If the ammeter reading is steady but not with- 
in the specified limits, the current regulator 
must be adjusted as outlined in the "Current 
Adjustment" procedure below. 

• If the ammeter reading is un steady H the cur- 
rent re gut ft tor contacts should be checked for 
cleanliness. Refer to page 2&, and clean the 
points as outlined under "Reconditioning 
Contact Points*. 

6. After the adjustments have been made, turn the 
engine off, reconnect the generator regulator 
electrical connections, and install the cover. 



Current Adjustment: Using Generator Regulator Cam 
Adjusting Tool p SW504 or 54381742, Figure 25, rotate 
the cam ad ju ting tool clockwise to increase the cur- 
rent, or counterclockwise to decrease the current. If 
the current output cannot be adjusted to within the 
specified limits as covered on page 70, install a new 
generator regulator. 

Air Gap Adjustment: Refer to the procedure covered 
on page 26. 

C Culoul Relay 

IMPORTANT: Checking nnd adjusting the cutout 
relay should he completed as rapidly as possible ta 
avoid errors due to heating of the retcty coiL 

Cul-ln Voltage Teat: 

L Disconnect the wire from the generator regu- 
lator U WL* terminal 

2. Connect the voltmeter positive lead to the regu- 
lator - WL" terminal and the voltmeter negative 
lead to a good ground. 

3. Turn on all tractor lights (if equipped), 

NOTE: If the trurtor it not equipped with 
lights* connect a JOO-u-ait lump across the 
battery terminal*. 

4. Start the engine and slowly increase the speed 
while observing the voltmeter reading. The volt- 
age should rise steadily; then drop slightly at 
the instant the contacts close. The cut-in voltage 
is the voltage indicated immediately before the 
voltmeter pointer drops. Refer to the specifica- 
tions, page 70. for the cut-in voltage limits, 

■ If the cut-in voltage occurs outside the speci- 
fied limits, an adjustment must be made. 

IMPORTANT: If an adjustment is necessary, 
reduce the engine speed below the cut-in 
speed (refer to specification, page TO) nnd 
moke the adjustment as outlined below* 

5. Repeat the checking procedure until the proper 
setting is obtained. 

6. Turn f«ff the engine, reconnect the generator 
regulator electrical wires, and install the cover. 

CuMn Voltage Adjustment: Using Generator Regula- 
tor Cam Adjusting Tool, SW504 or 54381742, Figure 
25, slowly route the cam adjusting tool clockwise to 
increase the cut-in voltage, or counterclockwise to de- 
crease the voltage. If the voltage cannot be ad justed to 
within the specified limits, page 70 r install a new genera- 
tor regulator 



is/ee 



© FORD MOTOR CO. 1966 



PAGE 27 



PART 3-ELECTRICAL SYSTEM- 



Air Gap Adjustment: The cutout relay armature-to- 
core air gap should be 0.035 O045 in. (0.890-1,140 mm), 
measured by a suitable feeler blade inst rted as far as 
the rivet heads will allow, Figure 26. 

If an adjustment is necessary, carefully betid the back 
stop, Figure 22. as required. After completing the ad* 
justments, perform the "Cut -In Voltage'" test to be sure 
the adjustment is correct. 

Cut- Out VoElage Test: 

1. Disconnect the wires from the generator regu- 
lator *B" terminal. 

NOTE; ft witt he necessary to tt$e n jit tn per 
trire to ronnert the tiro trim disconnect rd 
from the "B" terminal. If these wires tire not 
con net fed together* the engine wilt nut start, 

2. Connect the voltmeter positive lend to the regu* 
lator "B" terminal. Connect the voltmeter nega- 
tive lead to a good ground. 

3. Start the engine and increase the speed to ap- 
proximately 1 500 rpm. 

4. Slowly reduce the engine speed while observing 
the voltmeter reading. The cut-out voltage is 
the voltage indicated immediately before the 
pointer drops to zero. Refer to the specifications, 
page 70, for the cut-out voltage limits. 

* If the cut-out voltage is not within the specified 
limits, an adjustment must be made. Stop the 
engine and adjust the voltage as outlined below. 

5. Repeat the checking procedure until the proper 
setting is obtained. 

6. Turn off the engine,, reconnect the generator 
regulator electrical wires, and install the cover, 

Cut Out Voltage Adjustment: Bend the stationary Con- 
tact, Figure 23, toward the movable contact point to 
increase the cut -out voltage, or away from the movable 
contact point to decrease the cut-out voltage. Refer to 
the specifications, page 70, for the amount of travel of 
the movable contact armature extension when the arma- 
ture is depressed. If the correct setting cannot be made, 
install a new generator regulator. 

D, Reconditioning Contact Point* 

1. Disconnect and remove the wires from the gen- 
erator regulator terminals. 

2. Unscrew the three mounting screws and remove 
the generator regulator from rhe tractor. Re- 
move the cover. 

PAGE 28 



3. Remove the voltage regulator or current regu- 
lator movable contact points by loosening the 
movable contact lock nuts, Figure 26 1 and un- 
screwing the contacts from the armature exteiv 

■tons 

4* Clean the contact points, Use a Jine carborun- 
dum stone or silicone-carbide paper on the cur- 
rent and vol luge regulator contacts The cut-out 
contacts should be polished with nne sandpaper 
only. After polishing the contacts clean them 
with methylated spirits (denatured alcohol). 

5, Reinstall the voltage and current regulator mov- 
able contact points. Set the armature air gaps 
as outlined on page 26, under "Air Gap Adjust- 
ment". 

6. Install the generator regulator on the tractor 
and reconnect the regulator wires. Install the 
cover. 

REMOVAL AND INSTALLATION 

A. Removal 

1. Disconnect the ground (negative) cable from 
the battery. 

2. Disconnect the wires from the generator regu* 
lator terminals. 

3. Unscrew the three mounting screws and remove 
the generator regulator from the tractor, 

B. Insinuation 

1. Position the generator regulator on the mount- 
ing bracket and install the three mounting 
screws. Tighten the screws as specified on page 
71, Do not overtighten, 

2. Connect the generator regulator electrical wires 
to their respective terminals on the regulator. 
Refer to Figures 6 and 1, 

NOTE; if hen nmnri ting the generator regit* 
ffttttr ground terminal wire, the internai-e-X- 
ternnl rtnr irnxher n/ti.*t he pttjit toned tteltceen 
the generator regit ttittir mounting hravket nnd 
the grmmd wire eyelet connection. This wilt 
provide a good ground connection. 

3. Connect the ground (negative) cable to the 
negative terminal of the battery. 

4. Polarize the generator as covered on page 23. 

5. Refer to pages 25 through 28 and perform the 
generator regulator tests, then make any neces- 
sary adjustments. 






Part 3 

ELECTRICAL SYSTEM 

Chapter 4 

STARTING SYSTEM 

1 . Description . r . + , t ..,,.,. # ....... . f . r . 29 

2. Starting Motor . *-#•»•*■•.. * ... * 30 

3. Starting Motor Relay <4H-I*«:h Models Only) 43 

4. Safety Starter Switch , . , , ■ ..,*■. 43 

Dv fvey 'Starter owitcn , »*■•■».-»■■■»• 44 



]< DESCRIPTION 



The function of the starting system is to crank the 
engine fast enough to enable it to start. The starting 
system consists, of the starting motor (4 V? -inch or 5 -inch 
type), the starting relay {4M*-inch starting motor only), 
the safety starter switch, the key-starter switch, and 
heavy circuit wiring. Refer to Figures 27 and 28. 

Before attempting to make any repairs or adjustments 
to components of the starting system, make certain that 



BATTERY 



GENERATOR 
REGULATOR 



START IMC MOTOR 
RELAY 



r^ 



Y STARTER 
SWITCH A IS 



SAFETY 

STARTER 

SWITCH 




STARTER 
RELAY 

"S" TERMINAL 

PULL IN COIL CIRCUIT 



TO 

IGNITION 

COIL 



f^TF 




i 



k5T 



JBL 



HOLD IN COIL AND CRANK CIRCUIT 



Figure 27 
Starting System Schematic—*!* Inch Starling Motor* 



SOLENOID 

BATTERY 

TERMINAL SOLENOIO 
SWITCH 
TERMINAL 



BATTERY . 

<fer 



rdr-t 



SOLENOID 

HOUSING SECOND 
CONTACT 



GENERATOR 
P^ REGULATOR 



.% 



„E 
KEY- A°s 

STARTER St?™ 

■^yUiTTH STAR 

SWITCH SWITCH 




PULL IN COIL 
HOLD IN COIL 

FULLtN COIL CIRCUIT 

HOLD IN COIL AND CRANKING CIRCUIT 



Figure 28 
Starting System Schematic— 5 Inch Starling Motors 

the fan belt !5 properly adjusted, the battery is fully 
charged, and that all electrical terminal connections are 
secure. 



2IU 



© FOftO MOTOR CO l 



PAGE 2* 



PART 3-ELECTRICAL SYSTEM- 



2. STARTING MOTOR 



DESCRIPTION AND OPERATION 



Ford Tractors are equipped with either ft 4 1 A-incb 
starting motor, Figure 29, ot a 5-inch starting motor. 
Figure 30. Both Marti ng motors are four-pole, four-brush 
ground return motors, The 4*&*inch starting motor uti- 
lizes a series-parallel connected field coil arrangement, 
an integral positive engagement drive a«sembly and a 
movable pole piece which, together with one of the field 
coils, acts as a solenoid to engage the drive assembly. 
The 4 l /a+inch starting motor is identified by a sloping 
"tower" which houses the movable pole piece. The 5 -in eh 
starting motor uses parallel-connected field coils and a 
solenoid-operated positive engagement drive assembly 
Which prevents the pinion from being thrown out of 
mesh white starting. 

When the 4Vi-inch starting motor is not in use, one 
of the field coils is connected directly to ground through 
the set of actuating coil contacts Closing the key -starter 
switch, with the transmission in neutral or park position, 
completes the circuit from the battery to the grounded 
field coil. This causes current to flow through the 
grounded field coil resulting in the movable pole piece 
to be attracted to the field coil. The starting motor drive 
lever assembly (drive lever and movable pole piece) is 
engaged with the drive assembly, and pivots on the drive 



lever pivot pin when the pole piece is attracted to the 
field coil. This pivoting action forces the drive pinion 
into engagement with the flywheel. 

When the movable pole piece shoe is fully seated, it 
opens the field coil grounding contacts. This applies lull 
field power for normal starting motor operation. 

In the 5 -inch starting motor solenoid, a two-stage 
switching arrangement is incorporated. Closing the key- 
starter switch, with the transmission in neutral or park 
position, causes the solenoid plunger to be magnetically 
attracted to the solenoid, thus closing both stages of the 
two-stage switching arrangement. This attraction through 
a pivoted linkage mechanism forces the starting motor 
pinion gear into mesh with the flywheel ring gear. If the 
pinion and ring gear teeth are in an end-to-end abut- 
ment, the plunger, having been attracted, compresses 
the engaging spring and closes only the first Stage of the 
two-stage switching arrangement Battery current will 
then flow in only one of the four field coils through the 
armature to ground. The excitation of this coil provides 
enough current to the motor to rotate the armature and 
clear the tooth abutment. Once this has occurred, the 
drive moves into full mesh by the action of the engag- 
ing spring. This results in completion of the second stage 
of the switching arrangement with all four field Coils 
being energized giving full field power to the starting 





MOVABLE 


CONTACT 


POLE 


POINTS 


^~x/ IV 


DRIVE N, 




con \j 





LIVER RETURN 
SPRING 



BUSHING 




OVERRUNNING 
CLUTCH 




DRIVE GEAR 
PINION 



Fig ura 29 
1% Inch Starting Motor-Cutaway Vi»w 



Figure 30 
5 Inch Starling Motor 



PAGE 30 



■CHAPTER 4- 



motor. Once the key starter switch is released, current 
to the starting motor is ret ratted. When the pinion is 
retracted, the rotating armature is quickly stopped by a 
pair of moulded shoes located in the brush end plate. 

Both the start ing motors contain a roller clutch which 
provides over-speed protection until the pinion is disen- 
gaged from the ring gear, 

STARTING SYSTEM TESTS 

For easier and rapid diagnosis and for most conclu- 
sive test results, it is recommended that a battery starter 
tester (high-rate discharge tester) incorporating a 0-20^ 
volt voltmeter and a 0-500-amp, ammeter be used to 
diagnose starting system problems. When using test 
equipment, follow the manufacturers recommended test 
procedures. If test equipment is not available, follow the 
test procedures outlined below. Starting system specifi- 
cations are outlined in the specifications section, page 70. 

IF a battery-starter tester (high-rate discharge tester) 
is not available, the starting system may be checked 
using a standard voltmeter (0-20 volts) and ammeter 
(0-500 amps,), and by using the procedure covered in 
this section. Before testing: 

* Check to be sure the battery is fully charged. 
Refer to page 13, and check the battery as out- 
lined undrr Section "4. BATTERY TESTS". 

* Check the complete starting system wiring cir- 
cuit for frayed or broken wires or for loose con- 
nections. 

* Check to be sure that the en jine is not seized. 

4. Starling Hnlitr (lircm! Current Dran 

1. Disconnect the battery ground (negative) cable 
the battery. 

2. 45.4-Iih-Ii Narlitipt Mutur: Disconnect the bat- 
tery positive cable from the starting motor re- 
lay. Connect the ammeter positive lead to the 
battery positive terminal and the ammeter nega- 
tive lead to the starting motor relay input termi- 
nal. 

3. 5-fnrh Sinning Motor: Disconnect the battery 
positive Cable from the starter solenoid. Connect 
the ammeter positive lead to the battery positive 
terminal and the ammeter negative lead to the 
solenoid input terminal. 

4. Reconnect the battery ground (negative) cable 
to the battery negative terminal. 



5- Connect the voltmeter positive lead to the bat- 
tery positive terminal and the voltmeter nega- 
tive lead to the battery negative terminal. 

6 + Ga&olinr Tracttirs: Ground the distributor-to- 
coil high tension wire. 

7, Diewl Travton; Pull out the "Pull-to-Stop" 
knob. 

S. Crank the engine while observing the voltmeter 
and ammeter readings. Refer to the specifica- 
tions, page 70, for the specified allowable cur- 
rent diaw. 

* Tf the current draw is within specifications, the 
starting motor is functioning properly. Proceed 
to **EJ. Starting System Circuit Resistance**. 

* If the current draw is greater than specified, 
check i he circuit as outlined below. If the start* 
ing motor circuit tests are satisfactory the start- 
ing motor is defective and must be disassembled 
to determine the cause of trouble, Refer to page 
32, 

* If the current draw is less than specified, the 
starting motor is defective and must be dis- 
assembled to determine the cause of trouble, 
Refer to page 32. 

B. Starling Syslnti Circuit Rebalance 
(Yoltapr Dnip) 

If there is an excessive current draw, the circuit 
should be checked by recording voltage drops across 
the individual components in the circuit, 

IMPORTA NT \4hi tmnoliu*- vnpinv tmrtwrx* pnmntt 
th? iihtrilmtttr*ttwtiil high tmsitm irirc. On tfivsvl 
rnginr trnrtitr** ptitf uttt the "Pjif , /*/*>-S|f»/j** knofo. 

Battery Posiliv Cable: 

1. Connect the voltmeter positive lead to the bat- 
tery positive terminal 

2, Connect the voltmeter negative lead to the 
starting motor relay input terminal on 4* a -inch 
starling motors, or to the solenoid battery ter- 
minal on 5-inch starting motors, 

3* Crank the engine while observing the voltmeter 
reading. If the voltage exceeds 02 volt, check 
and tighten the cable connections. Recheck the 
voltage; if it is still excessive* install a new 
cable assembly. 



IfM 



© FORD MOTOR CO ms 



PAGE 31 



PART 3-ELECTRICAL SYSTEM- 



Starting Motor Relay (4^-lnch Starling Motors): 

IMPORTANT; He sure the Minting nttrfttre hetwevn 
the ntftrtinf! wotttr relay hrneket and the airfare to 
irhirti it in ttntnnfrd f* free frotft ttirt, grrate* t*r 
/mini, if ttt4' immiifiitii mit fare h tutf rh-un* inaifiinr- 
rfrJJt "Mi-, tomtit thti* in tm improper gtattntL 

1. Connect the voltmeter positive lend to the start- 
ing motor relay input terminal, 

l. Con nee t the voltmeter negative lead to the 
starting motor relay output terminal. 

3. Crank the engine while observing the voltmeter 
reading. If the voltmeter reading exceeds 0.5 
volt while the engine is being cranked, install 
a new starting motor relay. 

Starting Motor Relay-to-sla/ler-Cable (4 ! -Inch Starting 
Motors); 

1. Connect the vol i meter positive lend to the start- 
ing motor relay output terminal. 

2. Connect the voltmeter negative lead to the 
starting motor terminal, 

3. Crank the engine while observing, the voltmeter 
reading. If the volt merer reading exceeds G\2 
volt, check and lighten the cab He connections. 
Reeheck the voltage; if it is still excessive, 
install a new cable assembly. 

Starting Motor Ground Connections: 

NOTE: The 5-inch starting nmttir axe* a grmintt 
utrnp tthiU' the P W mil *tttrling mntnr ix ttirerlty 
Urtttiitttett ffi thv engine tttttfk* 

1, Connect the voltmeter positive lead to the start- 
ing motor frame, 

2. Connect the voltmeter negative lead to the 
engine block, 

3* Crank the engine while observing the voltmeter 
reading. If the voltmeter reading exceeds 0.2 
volt, check the ground connections between the 
starting motor Range and the re ir engine plate. 

Battery Ground Gable: 

1, Connect the voltmeter positive lead to the en- 
gine block* 

2. Connect the voltmeter negative lead to the 
battery negative terminal 

3* Crank the engine while observing the voltmeter 
reading, IT the voltmeter reading exceeds 0.2 
voit + check and tighten the ground cable con- 
nections- Recheck the voltage; if it is still ex- 
cessive, install a new ground cable assembly- 



STARTIV; MIITOR SKKYICE 
A. KrtiMiriil and Installation 

1. Disconnect the battery ground (negative) cahle 
from the bailer v. 

2. Remove the fuel shield from diese] tractors. 

3. !»-lin-h "iiariijig Ylu|ur: Disconnect the starting 
motor ground cable from the starting motor 
fennh end plate. 

4. Disconnect lhe positive battery cable from the 
solenoid or starting motor terminal. 

5. Remove the starting motor mounting bolts and 

iV:i:.iv- i! ' HUE, mnJur. 

6- Reinstall the starting motor on the tractor in 
the reverse order of steps I through S. Refer to 
the specifications, page 71, Tor bolt torques. 

il. l)i>a— rinhly 

4 Vj-lrich Starting Motor: Refer to Figure 31 to identify 
the components. 

1. Secure the starting motor assembly in a vise 
equipped with volt jaws. Do not overtighten 
the vise. 

2. Loosen the brush cover band screw and remove 
the cover band and movable pole piece cover. 

3. Remove the strip of tape covering the brush 
access slots, Save the tape for reuse. 

4. After noting how the brush wires are arranged 
within the starting motor housing, remove the 
brushes by lifting the brush springs with a 
hooked instrument and sliding the brushes out 
of the holders. 

5. Remove the through bolts h the brush end plate 
assembly, the drive housing assembly,, and the 
drive actuating return spring. 

6. Remove the pivot pin that retains the drive 
actuating lever .md separate the actuating lever 
assembly from the starting motor frame. 

f m Remove the armature assembly from the front 
of the starting motor frame. 

8. Remove the leather thrust washer from the 
commutator end of the armature shaft. 

9. Remove the slop ring retainer, stop ring> and 
drive assembly from the armature shaft* Dis 
card the stop ring. 



PAGE 32 



■CHAPTER 4- 



BftUSH END PI ATE ASSEMBLY 
BRUSH COVER BA 




DRIVE ACTUATING RETURN SPRING 
MOVABLE POLE PIECE COVER 



DRIVE LEVER AND 
MOVABLE POLE PiECE 



THROUGH BOLT 



DOWEL 
PIN 



•=^3-= 



aca 



DRIVE END HOUSING 
ASSEMBLY 



FRAME 



ARMATURE 



THRUST WASHER 




DRIVE ASSEMBLY 



STOP RING 
RETAINER 



Figure SI 
4 Vj Inch Starting Motor Disassembled 



5*lnch Stirling Motor: Refer to Figure 32 to identify the 
component*. 

1, Secure the starting motor in a vise equipped 
with soft jaws. Do not overtighten the vise, 

2, Loosen the brush cover band screw and remove 
the cover band 

3, Pull the brushes through the access slots in the 
starting motor frame by lifting the brush springs 
with a hooked instrument and sliding the 
brushes out of the holders, 

4h Remove the through bolts and carefully pull 
the brush end plate from the starting motor 
frame. 

5. Disconnect the copper link and eyelet cable 
from the solenoid terminals, 

6, Remove the two solenoid retaining nuts and 
washers; remove the solenoid and spring. With 
the drive fully engaged, lift the solenoid plunger 
from the drive lever yoke. 

7< Loosen the tock nut on the drive lever pivot 
pin, (see Figure 50). Remove the nut and pivot 
pin. 



St. Remove the drive end housing and armature 
assembly from the starting motor frame. Re- 
move the dust plug from the drive end housing 
and slide the drive lever off the drive assembly. 

9. Slide he stop collar qff the collar retainer. 
Spread the collar retainer and slide it off the 
armature shaft The retainer may be reused if 
it is not damaged. 

1CL Remote the thrust collar, drive assembly* inter- 
mediate plate, and thim {if installed) from the 
armature shaft, 



C* Bench Trsla 

Field Coil Open Circuit Test: 

1. Connect the voltmeter positive lead to the start- 
ing motor field terminal 

2. Connect the voltmeter negative lead to the bat- 
tery negative terrninsl- 

3. Attach a jumper lead between the battery posi- 
tive terminal and to one of the insulated 
brushes. The voltmeter should indicate battery 
voltage. 



2/M 



FORD MOTOR CO. I960 



-P/ RT 3-ELECTRICAL SYSTEM- 



SPRINGS 



SEAL 

grommet 



■ RUSH 

END 
PLATE 



DRIVE 

END 

HOUSING 




BUSHING 



THRUST 
WASHERS 



DRIVE PINION 
STOP COLLAR 



COLLAR 
RETAINER 



LEVER PIN 



Figure 32 
5 Inch Starting Motor- Disassembled 



4, Repeat the complete teat with the jumper lead 
connected to the other insulated brush* The volt- 
meter should indicate battery voltage. 

5. 5-tnch Starting Motor? Disconnect the volt- 
meter positive lead from the staring motor field 
terminal and connect it to the eyelet wire, see 
Figure 34, Connect the jumper leid between the 
battery positive terminal and, it: turn, to each 
of the insulated brushes. The voltmeter should 
indicate battery voltage. 

NOTE: if no voltage is indicated in Step* 3 y 
4 t and 5 i an open circuit exists in tke field 
roils and new ct>H& must be ht stalled. Refer 
to page 3h* far I he removal and installation 
instruction*. 

Field Coil Ground Circuit Teat; 

1. 1 1 (.-Inch Starling Molar i Complete steps 1 
through 7 of the disassembly procedure, page 
32, and refer to Figure 33 when performing the 
tot 

2. 5-Ineh Starling Motor i Complete steps 1 
through 8 of the disassembly procedure, page 
32, and refer to Figure 34 when performing the 
test 



3* Conned the v ok meter positive lead to the start- 
ing motor field terminal. 

4* Connect the voltmeter negative lead to- the bat- 
tery negative terminal. 



VOLTS 




VOLTMETER 
[+JLEAO 



Figure 33 
Field Coil Ground Circuit Test— 4% Inch Stirling Motor 



PAGE 94 



CHAPTER 4- 




Figure 34 
Coil Ground Circuit Test— 5 Inch Starting Motor 



5, 41^-lneh Starling Motor: Insert a piece of in- 
sulation between the actuating coil contacts. 

NOTE : When performing this test* make sure 
the brush leadt Are not touching the starting 
motor frame> and in the caste of the 4^-incA 
starting motors, the actuating coil ground wire 
is not touching the frame. An incorrect read- 
ing will result if the tends touch the frame- 



6. Attach a jumper lead between the battery posi- 
tive terminal and the starting motor frame, 

7, The voltmeter reading should indicate zeTO volt- 
tage. If a reading is indicated, the field coils are 
grounded and new coils must be installed. 

Refer to p:sge 36 for the removal and installation in- 
structions. 

In 5 patting Armature for Open Circuits: Inspect the com- 
mutator surface for burned spots. These indicate the 
armature has an open circuit. The burned spots are 
caused by an arcing condition which results whenever 
the com mutator segment connected to the open circuit 
winding passes under a brush. If burned spots are evi- 
dent, install h new armature. 

Armature Ground Circuit Test: 

1. 4 ^4 -Inch Starting Motor: Complete steps 1 
through 7 of the disassembly procedure, page 

32, and refer to Figure 35 when performing the 
test, 

2. 5-lnch Starling Motor: Complete steps 1 
through 3 of the disassembly procedure., page 

33, and refer to Figure 36 when performing thfe 
test. 

3. Attach the voltmeter negative leact to the bat- 
tery negative terminal* 

4. Attach a jumper lead to the battery positive 
terminal. 



JUMPER LEAD 



G VOLTS 




VOLTS, 



JUMPER LEAD 




Figure 35 
Armature Ground Test— ty s Inch Starting Motor 



Figure 38 
Armature Ground Test— 5 Inch Starting Motor 



2/66 



FORD MOTOR CO. 1966 



PAGE £5 



■PART 3-ELECTRICAL SYSTEM- 



5. Touch the armature core with the jumper lead 
while at the same time touching n commutator 
segment with the voltmeter positive lead. Test 
each segment of the commutator in this man- 
ner. 

6. Observe the voltmeter and note if a voltage 
reading occurs. If voltage is evident, the arma- 
ture windings are grounded and a :iew armature 
must be installed* 

Armature Short Circuit Test : In order to per form this test, 
armature test equipment or a "growler 1 " Is required. 
Refer to the manufacturers instructions for locating 
short circuit*. 

D. Inspect ton and Repair 
Brush Inspection : 

1. -Hy£.lnch Starting Motor: Complete steps 1 
through 4 of the disassembly pr KTetiure, page 
32, to gain access to the brushes, 

2. 5-Inch Starling Motor: Complete steps I and 
2 of the disassembly procedure, pege 33 t to gain 
access to the brushes. 

3. Check the movement of the brushes in their 
holders. If the brushes are stick inn, clean them 
with a suitable solvent and if necessary, smooth 



DIAL INDICATOR 




PfiING SCALE 



&RU5H 
SPRING 




Figure 37 

Measuring Brush Spring Tension 



Figure 33 
Checking Armature Shaft Runout 

the sides of the brushes with a fine abrasive or 
a smooth hie. 

4. Measure the length of the brushes* If they do 
not meet the specifications listed on page 71, 
install new brushes as outlined under "Brush 
Installation". 

5+ Check the brush spring tension, Figure 37. In- 
stall new springs if the tension does not meet 
specifications, page 71, 

6. Install a new brush end plate assembly if the 
insulators between the held brush holders and 
the end plate are defective, see Figure 40. 

Brush Removal and Installation: 

L Unsolder the field brush leads from the field 
coils. 

2. 4Yz* Inch Starting Motor; Remove the ground 
brush screws and detach the brushes. 

3. 5- 1 nth Starting \lofor: Unsolder the ground 
brush leads from the brush holders. 

4. Install new brushes; soldering the leads, using a 
300- watt soldering iron and resin core solder. 

5. Make sure the new brushes move freely in their 
holders. If necessary, smooth the sides of the 
brushes with a fine abrasive or a smooth file. 

Af mature Assembly and Armature Bushing Inspection: 

1. 4^*-inch Starling ftlolor: Complete steps I 
through 9 of the disassembly procedure, page 

32, to remove the armature, 

2. 5-Inch Slat-ling Motor; Complete steps 1 
through 10 of the disassembly procedure, page 

33, to remove the armuture. 



PAGE 38 



■CHAPTER 4* 



DIAL INDICATOR 




CLUTCH PILOT BE ARING REMOVER NO. 7600 E OH NO, 9&A 




Figured 
Checking Commutator Runout 

3. Inspect the armature for damage to the core and 
wire areas. If damaged, install el new armature; 
do not attempt to machine the core. 

4* Inspect the armature shaft for distortion t Check 
the armature shaft runout as shown in Figure 
38. Install a new armature if the runout is great- 
er Chan that specified on page 71, or if the shaft 
ia badly worn. 

5. Examine the armature shaft hushing in the 
brush end plate. On 4 1 /j-inch starting motor*, 
install a new bushing if it is found worn or 
scored. On 5-inch starting motors, install a new 
plate. 



CLUTCH PILOT 

BEARING RECOVER 

NO 7GO0.E 

OR NO. 954 




Figure 40 
Removing Brush End Plate Bushing 



Figure 41 
Removing Drive End Housing Bushing 

6* 5-Inch Starting Motor: Inspect the brake shoes 
in the brush end plate and the bushing in the 
intermediate plate. If worn or scored, install 
new parts. 

7* Inspect the bushing in the drive end housing. If 
the bushing is worn or scored, install a new 
bushing in diesel engine starting motors- On 
gasoline engine starting motors, a new drive-end 
housing assembly must be installed. 

& Clean the commutator with a suitable solvent. 
The surface of the comutator should be bur- 
nished and free from pits and burned spots. 

<J. Check the commutator runout as shown in 
Figure 39. If the runout exceeds the specified 
limits, page 71, turn the surface using a lathe 
and sharp cutting tool. Rotate the armature at 
a high speed taking light cuts with the toot. After 
turning, polish the commutator using a fine 
abrasive* 

IMPORTANT: Do not reduce the diameter 

o/ I hf commutator to test than the dimensions 
specified on page 11- Bo not undercut the 
insulation between the commutator segments. 

10. Before installing the armature, check it for 
grounding as outlined on page 35, 

Armature Assembly and Armature Bushing Repair: 

1, 4-^-lnch Starting Muior: Remove the bushing 
from the brush end plate with clutch pilot bear- 
ing removal tool. No. 7600-E or No, 954. Refer 
to Figure 40, 

2« Diesel Tractors: Remove the bushing from the 
drive end housing with clutch pilot bearing re- 
moval tool, No, 7600-E or No. 954, Figure 41. 



2/66 



Q FORD MOTOR CO. '966 



PAGE 37 



■PART 3-ELECTRICAL SYSTEM- 



SLEEVE 




\, 


L -<ir ■ 








1 ijA 

1 /Mk 


i 





Figure 42 
Removing Intermediate Plate Bushing 

3* 5-Inch Starting Motor; Remove the bushing 
from the intermediate plate using a 1-7/33 -inch 
(30.86 mm) 0- D. sleeve as shown in Figure 42. 

4* 4^4-lneh Starling Motor: Install the brush end 
plate bushing with Bushing Driver, No. 8 13. and 
Bushing Driver Cap, No. 801, Figure 43. 

5. Diesel Tractor*; Install the drive end housing 
bushing with Bushing Driver No, 313 and Bush- 
ing Driver Cap No. 802, Figure 44. 




BUSHING DRIVER 
NO *I3 



RUSHING DRIVER 
CAP NO. 601 



& 5-Inch Stirling Motor: Install the intermediate 
plate bushing with a M '16-inch (26.99 mm) 
O. D* sleeve* Figure 45* 

7* Install the armature assembly as outlined on 
page 40, 



Field Call Inspection and Repair: 

1, Check the field coils by performing the field 
coil ground circuit teat as covered on page 34. 

2. 4*44nch Starling Motor : Remove the retainer 
from the starting motor actuating field coil, 



BUSHING DRIVER 
CAP NO. B02 




Figure 43 
Installing Brush End Plate Bushing 



Figure 44 

Installing Drive End Housing Bushing 

Figure 46. Do not bend the lips of the retainer. 
Instead, compress the retainer &nd push the lips 
off the frame. 

3. Unsolder the field coil Leads from the held ter- 
minal. 

4. 5-1 nth Starting Motor; Unsolder the eyelet 
cable from the field coil connection. 

5. Remove the pole shoe screws following the 
method illustrated in Figure 47. The highly- 
torqued screws require the use of a press to 
keep the tool engaged. 



PAGE 38 



-CHAPTER 4- 



SIEEVE 




BUSHING 



Figure 45 
Installing Intermedial* Plate Buttling 

NOTE: 4*A'inch Starling Motor: A tool tan 
be fabricated by welding a 5/16'' x r (7.94 
x 25 AO mm) piece of square bar ttoek to a 
nut if Tool jYo. CP* 9504 im not available. 

NOTE: 5+tnch Starting Motor: d toot can be 
fabricated by welding the end of a Phillip* 
head Mcrewdrirer to a nut if Tool No* CP. 9504 
U not available. 

6. 5-fnch Starting Motor: Remove the insulation 
band 



TERMINAL SCREW 



RETAINER 



ACTUATING 
FIELD COIL 



GROUND 
BRUSH 





Figure 4f 
Field Coil Assembly 



Figure 17 
Pole Shoe Screw Removal and Installation 

7. Remove the pole shoes and field coils from the 
starting motor frame. 

3. 4|4*lnrli Slurliiijc Molurt Remove the terminal 
nut, washer, insulator, and screw, Figure 46. 
Clean excessive solder from the sJot in the ter- 
minal screw. 

9* 4££<TncJi Starting Motor; Reinstall the starter 
terminal insulator, washer?, and retaining nut in 
the frame. Position the slot in the terminal per- 
pendicular to the frame end surface, Figure 46, 
Place the field coil leads in the terminal screw 
slot, 

10, Position the new field coils over the pole shoes 
and place the coils in the starting motor framed 

11- 5 -Inch Starting Motor: Place the insulation 
band in position. 

12. Install the pole shoes retaining screws, Figure 
4 7, While tightening the screws, cap the starting 
motor frame with a soft-faced hammer to align 
and set the pole shoes. Once installed, stake the 
screws to prevent them from loosening. 

13, Resold er the field coil leads to the starting 
motor field terminal using resin core solder, 

14, 5-Inch Starling Motor: Resolder the eyelet 
cable connections. 

15. 4^-Inch Starling Molor: Install the starting 
motor actuating field coil retainer, Figure 46. 



a/66 



O FORD MOTOR CO. 1966 



PAGE 39 



■PART 3-ELECTRICAL SYSTEM- 



Compress the retainer and slide the lips onto 
the frame. Do not bend the lips ol the retainer. 

l(k Check the field coils (or grounding as outlined 
on page 34. 

17. Reassemble the starting motor as outlined on 
page 40, 

Drive Asiembly Inspection: Check the operation of the 
roller clutch. The pinion should rotate clockwise only, 
See Figure 48. If the pinion is stuck, rotates in both 
directions, or if the pinion teeth are damaged, install a 
new drive assembly. If damaged pinion tee'h are evident, 
check the flywheel ring gear teeth as covtred in Part 1, 
"ENGINE SYSTEMS", 

E. Assembly 

4%-lnch Starting Motor: Refer to Figure 31 to identify 
the components. 

t. Secure the armature in a soft-jawed vise. Apply 
a thin coat of petroleum jelly on the shaft splines, 

2. Install the drive assembly, a new stop ring, 
and the stop ring retainer (open side toward 
the armature), 

3. Slide the leather thrust washer onto the com- 
mutator end of the armature shaft. 

NOTE: Prior to installing the starting motor 
components, be turf the starting motor frame 
i j free from dirt or other foreign object* hy 
cleaning the frame timing romp rested air* 






PINION 




Figure 44 
Pinion Gear Rotation 



4. Place the starting motor frame in a vise equipped 
with soft jaws. Slide the armature assembly into 
the frame. 

5. Position the drive lever assembly on the start- 
ing motor frame and starting motor drive. 
Secure the lever assembly to the frame with 
the pivot pin* 

6. While holding the drive actuating return spring 
in position, install the drive housing. Be sure the 
stop ring retainer is seated properly in the 
drive housing, 

7* Install the brush end plate assembly so the 
locating pin fits into the slot in the end of the 
starting motor frame. 

IMPORTANT; Be careful not to pinch the 
brush wires between the end ptate and the 
starting motor frame, 

8, Lift the brush springs with a hooked instrument 
and install the brushes in the holders. Be sure 
to center the springs on the brushes. 

9. Seal the brush access slots with the strip of 
tape and install the movable pole piece cover 
and brush cover band. 

10. Check the no-load current draw, as outlined on 
page 42. 

5*1 nc h Starting Motor: Refer to Figure 32 to identify 
the components, 

L Secure the starting motor frame in a vise 
equipped with soft jaws. Use an air hose to 
remove dirt and abrasives from the frame. 

2 # Install the armature shimi intermediate plate, 
drive assembly, stop collar (flat side toward 
the armature), and a new collar retainer. Force 
the collar retainer over the stop collar to se- 
cure the components. 

3. Place the yoke of the drive lever on the starting 
motor drive; slide the drive housing end over 
the drive lever and onto the armature shaft. 

4. Secure the drive lever by installing the pivot 
pin in the drive end housing. Do not tighten 
the pivot pin lock nut. 

5. Slide the solenoid housing seal grommet into 
place on the drive end housing. Be sure the lip 
of the grommet is positioned between the inter- 
mediate plate and the drive end housing. 

6. Slide the armature assembly into the starting 
motor frame. 



PAGE 40 



■CHAPTER 4- 



PINION GEAR 




THRUST COLLAR 



FEELER GAUGE 



Figure 49 
Measuring Pinion Gear Clearance— 5 Inch Starting Motor 

NOTE: Before the drive end twining can be 
firmly teated, the *U*l in the intermediate plate 
rmtat be aligned with the pin on the drive end 
hunting and the mIoI in the starling motor 
frame. 

7, Pull the brushes out through the slots ill the 
starting motor frame. 

8. Align the locating pin on the brush end plate 
with the locating groove on the end of the start- 




Figure 50 
Adjusting Pinion Clearance— 5 Inch Starting Motor 



ing motor frame; then align the drift pin on the 
armature shaft with the slots in the brake shoes, 

9. Tap the brush end plate into place and install 
the through bolts. Tighten the through bolts to 
the specified torque, page 71. 

10. With the upper end of the drive lever toward 
the brush end plate, place the end of the sole- 
noid plunger in the yoke on the drive lever. 
Place the spring over the solenoid plunger and 
install the solenoid (switch terminal up) and 
solenoid nuts- 

I L Install the copper link and eyetet cable, The 
solenoid nuts may have to be loosened to enable 
the copper link to fit. Tighten the solenoid nuts 
to the specified torque, page 71, 

12. Install the brushes and the brush cover band. 

13, Set the pinion clearance, check the armature 
end play and perform the starting motor no-load 
test as outlined on page 42- 

F, Final Testa and Adjustments 

Setting the Pinion Clearance -5-Inch Starting Motor: 

L Secure the starting motor in a vise equipped 
with soft jaws, 

2. Using a 6-voJt source, conned a jumper lead, 
through a switch, to the solenoid switch ter- 
rninel. Connect another lead to the starting 
motor mounting flange. 

3. Measure the pinion clearance as outlined below. 
Refer to the specifications, page 71 t for the cor- 
rect clearance. 

a. Insert a feeler gauge of the proper thickness 
between the pinion gear and thrust collar, 
Figure 49. 

b. Close the switch. 

c. Lightly press the pinion toward the armature 
to take up slack in the drive linkage and 
check the clearance. 

d. If the clearance is incorrect, loosen the lock 
nut on the drive lever pivot pin, Figure SO; 
turn the pin clockwise to increase the clear- 
ance or counterclockwise to reduce the clear- 
ance, 

NOTE: The head of the arrow marked on 
the phot pin must he set between the ar* 
rows mat on the drive end housing. 

4. After setting the clearance, hold the pivot pin in 
position with a screwdriver and tighten the lock 
nut. Figure 50. 



2/W 



© FORD MOTOR CO. IMS 



PAGE 41 



PART a-ELECTRlCAL SYSTEM- 




AMMETER VOUMET6S VOLTMETER HO AMP MAXIMUM 
t+JLEAO 1+JltAO t-jtEAD 



DIAL INDICATOR 
COLLAR 



Figure 51 
Checking Armature Shaft End Play 

Sitting the Armature End Play— Mitch Starting Motor: 

t. Secure the starling motor in a vise equipped 
with soft jaws and attach a dial indicator as 
shown in Figure 51. 

2. Move the armature shaft forward as far as it 
will go by pressing on the thrust collar. Set the 
dial indicator shaft on the end of the armature 
shaft and adjust the gauge dial to zero- 




vOUMETER 
l*JLEAD 



Figure 52 
Starting Motor Pic-Load Te*t-4K Inch Starting Motor 




AMMETER 
(-JUAD 



HEAVY DUTY2 
LEAD 



Figure 53 
Starting Motor No-Load Test— 5 Inch Starting Motor 

3, Push the arm mure shaft rearward as far as pos- 
sible and record the gauge reading. 

4w If the end play is greater than specified on 
page 71, disassemble the starling motor and 
install a shim, or shims, between the armature 
core and the intermediate plate. 

Starting Motor No-Load Test: A fully-Charged battery 
and a battery starter tester (high-rate discharge tester) 
with a carbon pile (current regulating device) should be 
used to perform this test. 

1. 4^2-lnrh Starling Motor j Perform the no-load 
test with reference to Figure 53< 

2. 5-1 neh Starling Motor: Perform the no-load 
test with reference to Figure 53. 

3. Secure the starting motor in a soft-jawed vise. 

4. Connect a heavy jumper cable between the bat- 
tery negative terminal and the starting motor 
mounting Mange. 

$♦ 5-Inch Starling Motor: Connect a ahort jumper 
lead between the solenoid battery, and solenoid 
switch terminals. 

6. Connect the ammeter and voltmeter leads as 
follows : 

* Voltmeter positive lead to battery positive ter- 
minal. 

• Voltmeter negative lead to battery negative ter- 
minal. 



PAGE 42 



■CHAPTER 4- 



• Ammeter positive lead to battery positive ter- 
minal, 

* Ammeter negative lead to the solenoid or start- 
ing motor terminal. 

7> 3-ljich Slarlinj; Molur: Hold a hand tachom- 
eter on the end of the armature: shaft 

8. ,Vlnc4i Suriine: Motor: Actuate the starting 
motor by turning the carbon pile knob (current 
regulating device) fully clockwise. When the 
armature shaft rotates between 5500 and 7500 



rpm the maximum current should not exceed 
110 amps at 12 volts. 

9. -1-^4-Iih'Ii Starling Motor: Adjust the carbon 
pile (current regulating device) until the volt- 
meter registers 12 volts. The starting motor 
should draw a maximum of 70 amps, 

NOTE;!/ the starling mou>r d*>e$ not perform to 
spec ifirttt ion n in Steps & and *J y rkerk fur grounded 
field roils, a ttitihing tir mature, Or a distorted at ma* 
tnrr shaft. Refer to the speeifientions on page ITi for 
armature shaft distortion. 






3, staktim; motor relay 
(4^-inch models only) 



DESCItll'TinN AND OPERATION 

The starting motor relay, Insert Figures 6 and 7, is 
used with the 4 1 /2-inch starting motors only. The relay 
consists basically of a movable contact and a stationary 
coil enclosed in a weatherproof case. The relay is inter- 
nally grounded), and is equipped with four terminals; 
two large heavy current terminals, and two small screw 
terminals. The small terminals are designated "I" and 
H S ni . The ,l S" terminal is used with all 4Va-inch starting 
motor installations. The 'T" terminal is used on gasoline 
tractors equipped with the resistance wire shown in 
Figure 56. 

When the key -starter switch is rotated to the "start" 
position and the transmission is in either neutral or park 
position, current flows through the relay coil. The flow 
of current through the coil sets up a magnetic field which 
attracts the movable contact. This closes the battery-to- 
starting motor circuit, and permits a large amount of 
current to flow to the starting motor r 

As soon as the key -starter switch is released, the mag- 
netic field of the stationary coil is dissipated and the 
movable contact return spring opens the battery-to- 
starting motor circuit. 



REMOVAL ACVD INSTALLATION 

A. Krmmitl 

The starting motor relay is serviceable only as a 
complete assembly, Remove the relay as follows: 

1. Disconnect the ground (negative) cable from 
the battery. 

2. Disconnect the wire and cables. Figure 7, from 
the starting motor relay* 

3. Remove the two bolts and lock washers that 
secure the relay to the mounting bracket. Re- 
move the relay. 

B. Installation 

1. Bolt the relay to the mounting bracket, 

2. Connect the wire and cables to the relay ter- 
minals. Figure 7. 

3. Connect the battery ground (negative) Cable 
to the negative terminal of the battery. 



4. SAFETY-STARTEK SWITCH 



The safety-starter switch on four-, six- and eight-speed 
trans mission -equipped tractors is mounted in the trans- 
mission case cover assembly. On Select-O-Speed- 
equipped tractors it is located inside the transmission 
case N mounted on the control valve assembly 

The function of the safety-starter switch is to allow 
the engine to be started only when the transmission gear 



selected lever is in the neutral (neutral (N) or park 
(P) on Select-G-Speed models) position. 

The safety -starter switch is serviced only as an assem- 
bly, For removal and installation instructions, refer to 
the "Part" of this manual that is applicable to the type 
of transmission concerned, 



2/66 



FORD MOTOR CO, f9S6 



PAGE 43 



-PART 3-ELECTRICAL SYSTEM- 



S' KEY-STAKTER SWITCH 



Two key-starter switches* Figures G and 7, are avail- 
able; one for gasoline tractors and diesel tractors without 
therrngst&rtp and one for diesel tractors with thermostart. 
The switch positions are shown in Figure 54. 

REMOVAL AND INSTALLATION 

A* Removal 

1. Disconnect the battery ground (negative) cable 
from the battery. 

2. Remove the switch lock nut and remove the 
switch. Figures 4 and 5 t from the rear hood 

panel assembly, 

3 t Disconnect the wire harness connectors from 
the switch terminals, Figures 6 and % 

B. Installation 

1- Connect the wire harness connectors to the 
switch terminals. Figures 6 and 7* 

2, Place the switch in the rear hood panel assembly 
**D" slot. Fasten the switch securely to the panel 
with the switch lock nut. 



Connect the battery ground (negative) cable to 
the negative terminal of the battery. 



ON DIESEL TRACTORS EQUIPPED 
WITH THERMOSTART, THE OPERATOR 
MUST RETURN KEY TO HERE 
AFTER ENGINE STARTS 




Figure 54 
Key-Starter Switch Positions 



PAGE 44 



Part 3 



ELECTRICAL SYSTEM 



Chapter 5 
IGNITION SYSTEM 

Section Paee 

1* Description , . * . - , + ...... «.■»»»* f , , f * » , ( , , 4 , i t 45 

*■ ignition system i cstb . *.*^ * 4- •* « * » * * * * ■< * »> »»■*.<* + • *•* 4 1 ■ • * , * * * i. ■ ™# 

» ■ UlStJI DUlOl . p| , , ,.*■*...*.*■. . , r 1 . r • . ■ *■■■». »._.■■•• ■■■•■■ 3 J 

4. Distributor Drive . . . , . 59 

Or igni tion 1*01 1 ................. ......... . . , . ................. ...... on 

6. Spark Plugs and Wires ..,...♦.. 61 



L DESCRIPTION 



The ignition system consists of the distributor and 
distributor drive assembly, ignition coil, spark plugs, snd 
wiring necessary to connect the components. See wiring 
diagram, Figure SS, The purpose of the ignition system 
'£ to have available, at the proper spark plug, enough 
/oltage to cause a spark to jump the spark plug gap for 
ignition of the fuel air mixture in the cylinder. Two 
basic circuits, the primary (low voltage) circuit and the 
secondary (high voltage) circuit, are contained in the 
ignition system. 

The primary circuit consists of the battery and gen- 
erator, key-starter switch, ignition coil primary windings, 
distributor contact breaker points, condenser and asso- 
ciated primary circuit wiring. The purpose of the pri- 
mary circuit is to build up a strong magnetic field in 
and about the ignition coil secondary windings, and to 
cause the neld to collapse when required. 

The secondary circuit consists of the ignition coil 
secondary windings, the ignition coil secondary lead, 
distributor rotor* distributor cap, spark plug wires* and 
the spark plugs. 



NOTE; Two type* of breaker point assemblies are 
used on Ford Tractor *i a piroting*type or n nan- 
pirating-type- See figure 58* The junction and ad- 
justment of hath types are the same; however, the 
electrical connection on the pirating-type it secured 

-ith a nut and lock washer, whereas the non*piroting-' 

ype uses tt screw. 



The purpose of the ignition system it to provide a 
■park to ignite the fuel-air mixture at the proper instant 
under all operating conditions. As stated previously, the 
ignition system is divided into two different circuits, the 
low voltage or primary circuit, and the high voltage or 
secondary circuit. See Figure S6. The primary circuit 
consists of the: 

• Battery 

• Key-starter switch ond low tension wires 

* Primary circuit resistance wire (when installed) 

* Primary windings of the ignition coil 

■ 

* Distributor contact breaker points 

• Ignition condenser 



GENERATOR 
REGULATOR 



| BATTERY [.J J PS 



STARTER 
RELAY 



e 

KEY " 
STARTER 

SWITCH 



IGNITION 

COIL DISTRIBUTOR 
iCJU- 





DISTRIBUTOR 
BASE 



SPARK 
PLUGS 



Figure 55 
Ignition System Wiring Diagram 



2/66 



FORD MOTOR CO- 1966 



PAGE 45 



PART ^-ELECTRICAL SYSTEM- 



KEY 

STARTER 
SWITCH 



BATTERY 



NON RESISTANCE 

WIRE 

|5ft INCH C0IL| 



RESISTANCE 

WIRE 
15 INCH COLtf 



DISTRIBUTOR 

CAP AND 

ROTOR 



1 



START 

STARTING 

MOTOR 

RELAY 



HIGH 

TENSION 

WIRES 




DISTRIBUTOR — * 
BREAKER POINTS 



SPARK 
PLUGS 



Figure 55 
Ignition System Electrical Circuit 

The secondary circuit consists of the: 

• Secondary windings of the ignition coil 

* High tension wires 

• Distributor rotor and cap 

* Spark plugs 

With the key -starter switch in the "at art" position and 
the distributor contact paints closed, the current in the 



DISTRIBUTOR 
CAM 



SECONDARY 
SPRING 




TAB 



PRIMARY 
SPRING 



DISTRIBUTOR 
SHAFT PLATE 



STOP 



WEIGHT 



Figure 57 
Centrifugal Spark Advance Mechanism 



primary circuit Rows from the battery, through the Low 
tension wires, through the ignition coil primary windings, 
through the distributor contact points, and back to the 
battery through ground 

The flow of current through the primary windings 
creates a strong magnetic field within the ignition coil. 
When the contact points begin to open, the primary 
circuit is broken and the low voltage current flows into 
the condenser. The condenser stops the flow of the 
primary current suddenly, resulting in a quick collapse 
of the magnetic field around the coil primary windings, 
This action induces a high (secondary) voltage in the 
secondary windings, of the coil. The high voltage carries 




NON PIVOTING TYPE 
BREAKER POINT ASSEMBLY 



FLAT 
WASHERS 




SPRING 



STOP 



PIVOTING TYPE 

BREAKER POINT 

ASSEMBLY 



BREAKER 
PLATE 



Figure 51 

Distributor and Cutaway of Vacuum 
Spark Advance Mechanism 

the required current from the coil, through a high ten- 
sion wire, to the distributor center terminal. From the 
center terminal, the high voltage is transmitted by the 
distributor rotor to the correct spark plug wire contact 
in the distributor cap* to the spark plug high tension 
wire, and into the spark plug,. The current passes 
through the Spark plug and across the spark plug gap 
where a spark occurs, resulting in the ignition of the 
fuel-air mixture in the combustion chamber. 

The spark timing is regulated by centrifugal and 
vacuum spark advance mechanisms. The centrifugal 



PAGE 4t 



-CHAPTER 5- 



spark advance,, Figure 57, through a set of weights and 
springs 1 advances the spark as required for engine speed 
and maximum power. The weights are attached to the 
distributor cam assembly which rides on the distributor 
shaft. As engine speed is increased, the outward move- 
ment of the weights overcomes the spring tension and 
advances the cam assembly in relation to the distributor 
shaft, providing an earlier spark. 

The vacuum spark advance. Figure 58, provides the 



spark timing required for fuel economy under part 
throttle operations. This advance is additional to the 
centrifugal advance obtained under these conditions 
The vacuum advance is operated by engine vacuum 
which acts on a diaphragm attached to the distributor 
breaker plate. When a vacuum is applied, the breaker 
plate is rotated against the direction of rotation of the 
cam assembly, advancing the spark. 



2. IGNITION SYSTEM TESTS 



Trouble in the ignition system is caused by a failure 
in the primary circuit t secondary circuit, or improper 
ignition timing. For easier and rapid diagnosis, and for 
most conclusive test results, it is recommended that an 
oscilloscope be used to diagnose ignition system prob- 
lems. When using the test equipment, follow the manu- 
facturer's recommended test procedures. If test equip- 
ment is not available, follow the test procedures outlined 
below. Ignition system specifications are outlined in the 
specifications section, page 69. 

Prior to testing the ignition system, note the following 
points: 

• To accurately check the ignition system, the bat- 
tery must be fully charged; otherwise, specified test 
values cannot be obtained. Refer to page 13, and 
check the battery as outlined under "Section 4, 
BATTERY TESTS," 

• In each of the ignition system checks, the engine 
must be cranked to obtain a voltmeter reading. 

• Remove the coil-to-distributor high tension lead 
from the distributor and ground it to prevent the 
engine from starting during cranking. 

PRIMARY CIRCUIT 

A* Voltage at the Coil 

1, Attach the voltmeter positive lead to the igni- 
tion coil U BAT" (battery) terminal. 

2. Attach the voltmeter negative lead to a good 
ground, 

3 + Crank the engine and observe the voltage read- 
ing. The voltage reading should be approxi- 
mately battery voltage, 

* If the voltage reading is approximately the 
same as battery voltage, the primary circuit 
from the battery to the coil is satisfactory, Pro- 
ceed to "B. Ignition Coil Teat/ 1 as outlined on 
page 48, 



• If the voltage reading is more than 0.7 volt 
below battery voltage* proceed to Step 4. 

4. With the voltmeter leads still in position, attach 
a jumper lead between the battery positive ter- 
minal and the ignition coil dJ BAT" terminal. 

* If the voltage reading does not change t check 
the ground circuit as outlined on page 48. If the 
voltage reading does not exceed 0.2 volt during 
the ground circuit test, the ignition coil is defec- 
tive; if the voltage reading exceeds 0,2 volt, the 
ground circuit is poor. Check the connections 
and if necessary, install a new cable, 

■ If the voltage reading changes to approximately 
battery voltage, there is an excessive voltage 
drop (resistance) in one or more of the com- 
ponents in the circuit from the battery to the 
ignition coil. Without disconnecting the volt- 
meter leads, check the individual components 
by using a jumper lead to bypass each portion 
of the circuit as outlined below, 

NOTE: Install a new component if, during 
tttty of the checks in Step 4, the voltmeter 
reading was approximately battery voltage. 

Ignition Coil -to -Starting Motor Relay Wire- 
Connect jumper lead between battery posi- 
tive terminal and relay input terminal. 

Starting Motor Relay-to-Key- Starter Switch 

Wire- 
Connect jumper lead between relay input ter- 
minal and key-starter switch "BAT" terminal. 

Key-Starter Switch- 
Connect jumper between key-starter switch 
"BAT" terminal and key-starter switch "ac- 
cessory" terminal* 

Key-Starter Switch-to-lgnition Coil Wire- 
Connect jumper lead between key-starter 
switch "accessory" terminal and ignition coil 
"BAT 11 terminal. 



2/66 



FORD MOTOR CO. 1966 



PAGE 47 



■PART 3-£LECTRtCAL SYSTEM- 



B. Ignition Coil Teat 

If correct battery voltage is available at the ignition 
coil "BAT*" terminal, check the voltage at the ignition 
coil "DIST" (distributor ) terminal at follows: 

1. Attach the voltmeter positive lead to the igni- 
tion coil "DIST" terminal, 

2. Attach the voltmeter negative lead to a good 
ground, 

3. Reinstall the high tension lead in the distributor 
and start the engine* 

4. With the engine idling, the voltmeter reading 
should be 9.6 volts, or more. If the voltage is 
less than 9.6 volts, install a new ignition coil as 
outlined on page 60 p under * Section 5. IGNI- 
TION COIL,* 

NOTE : A iwofr kqllerv will cause a lawer+than* 
normal voltage reading* 

C. Contact Breaker Point Resistance 

1. Connect the voltmeter positive lead to the igni- 
tion coil "DIST" terminal. 

2. Attach the voltmeter negative lead to a good 
ground 

3. With the contact breaker points closed, the 
voltmeter reading should not exceed 0,1 volt. If 
the reading is greater than 0.1 volt, install new 
contact breaker points as outlined on page 57 , 
under "A. Contact Breaker Point Removal and 
Installation. 1 * 

NOTE : if the voltmeter indicates battery volt- 
age after connecting the voltmeter leads^ the 
point* are open. To clone the points, crank 
(hut do not Mtart) the engine using the key- 
starter switch* 



CONDITION 





DISCflPTION OR CAUSf 



Any duralorftliafl! olhvr th*» i (toUfd 
point t. 



IftCUlIYI MLTAl 

ruiNiiii a* nmwo 



Inotin-cftl ihUMlEfVL, DiffCUi'C cpn- 

dasstfl 

Kxlpnitrd operation flf lh<r crifiTte at 
uptirift oUifr ihnu norm ill. 



Figure SI 
Breaker Point Inspection 



4, Check the condition of the contact breaker 
points. See Figure 59. 

SECONDARY CIRCUIT 

A. Ignition Coil-to-Distributor High Tension 
Lead 

1. Remove the ignition coil-to-distributor high ten* 
sion lead from the distributor. 

2. While cranking the engine, hold the high ten- 
sion lead approximately V* inch (19.05 mm) 
from a good ground. 

3. Observe the spark. If the primary circuit is in 
good condition, a blue a park should jump the 
gap regularly. If not, either the high tension 
wire or the secondary windings in the ignition 
coil are defective. To install a new ignition coil, 
refer to page 60, under "Section 5. IGNITION 
COIU" 

B. DiBtributor-to-Spark Plug High Tension 
Leads 

Check each spark plug lead as follows: 

1. Disconnect the Lead from the spark plug and 
push the lead terminal through the insulator. 

NOTE: The spark plug terminal on the high 
tension lend must extend vutiide the inmlalar 
to property check the f?«p* aj outlined in Step* 
2 and 3, beioic. An adapter iff re may he used 
by inserting it into the connector inside the 
insulator » providing a good connection is 
made. 

2. While cranking the engine, hold the end of the 
lead (or adapter) approximately l /a inch (12.70 
mm) from a good ground. 

CAUTION: Piace the fransmis$ion selector 
lever in neutral {neutral (M ) or park (P) Oft 
Select-OS peed models) before cranking the 
engine. 

3. Observe the spark, A blue spark should jump 
the gap regularly. If not, either the rotor or dis- 
tributor cap is defective, or hairline cracks exist 
in the rotor or distributor, or the spark plug 
wires are defective, 

C. Ignition Coil Polarity 

Polarity is checked by connecting a voltmeter posi- 
tive lead to ground and the negative tead to a spark 
plug terminal (engine running). If the voltmeter read* 
upscale, polarity is correct; if it reads downscale, it is 



PAGE 43 



■CHAPTER 5- 



reversed. If reversed polarity is detected, reverse the 
wires attached to the "Dist 1J and "Bat" terminals on the 
ignition coil. 

SPARK PLUGS 

If the checks under "Distributor-to-Spark Plug High 
Tension leads" are satisfactory, inspect and clean the 
spark plugs as covered on page 62. If a spark plug tester 
is available, check the plugs for compression leakage 
following the manufacturer's instructions for the use of 
the equipment, 

[INITIAL IGNITION TIMING 
WITH A TIMING LIGHT 

NOTE i.-ilmiyx check ignition timing with the vacuum 
tin e diitr&n nevted . 

1. Disconnect the No. 1 spark plug wire from the 
distributor cap. Plug a timing light adapter, 
similar to the one shown in Figure SO, into the 
distributor cap and into the spark plug wire. 
Connect the secondary (high tension) lead of 
the timing light to the adapter. 

2. Connect the primary negative (black) lead of 
the timing light to the battery ground terminal. 
Connect the primary positive (red) lead to the 
battery positive terminal* 

3 + Start the engine and direct the timing light onto 
the flywheel housing opening 1 Figure 60 r The 
timing should be as outlined in the specifica- 
tions, page 69, 




ZT3* 



FLYWHEEL HOUSING, 
OPENING 




Figure 60 
Ignition Timing 



4- If the timing is not correct, loosen the distribu- 
tor timing clamp bolt and turn the distributor 
clockwise to advance the timing or counter- 
clockwise to retard the timing. Tighten the tim- 
ing clamp bolt after setting the timing, 

5. Reconnect the vacuum line< 



CENTRIFUGAL AND VACUUM ADVANCE 

If it is necessary to check the distributor advance mech- 
anisms* a distributor tester must be used. Follow the 
manufacturer's instructions for proper use of the tester^ 
Refer to Figure 61 for the centrifugal advance curves, 
and Figure 63 for the vacuum advance curves, 

A. Centrifugal Advance Setting 

If the centrifugal minimum advance setting is not 
within the specified limits, Figure 61, adjust as follows; 

1. Align the primary spring adjustment tab with 
the hole in the upper breaker plate, and bend 
the tab in the required direction with a screw- 
driver. Bend the primary spring adjustment tab, 
Figure 62^ away from the distributor shaft to 
decrease the advance, and toward the shaft to 
increase the advance. 

2. After making the adjustment, recheck the mini- 
mum advance point If proper adjustment can- 
not be obtained, install a new primary spring: 
and readjust the spring tab as necessary. 

3. Check the maximum advance point. If the 
maximum advance point is not within limits, 
bend the secondary spring adjustment tab as 
required. Figure 62, in the same manner as for 
the primary spring adjustment in Step 1. If 
necessary, install a new secondary spring and 
readjust the spring tab as required. 

4. Recheck the complete centrifugal advance range 
to b* sure the distributor is within its operating 
range at minimum, intermediate, and maximum 
advance points. 



B. Vacuum Advance Setting 

if the vacuum advance is not within the specified 
limits, Figure 63, add or remove the diaphragm spring 
flat washers. Figure 58, as required. Adding washers 
between the diaphragm spring and the diaphragm plug 
decreases the advance, and removing washers increases 
the advance* 



2/65 



PAGE 49 



PART 3-ELECTRICAL SYSTEM- 



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Figure $£ 
Distributor Weight Assemblies 



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STRI8UTOR VACUUM.1NCHE5 OF MEflCURV 



Figured 
Centrifugal Spark Advance Curves 



Figure 63 
Vacuum Spark Advance Curve i 



PAGE 50 



■CHAPTER 5- 



aiKCKIKG h;mth»\ contact 
Pol's T 11% km. ±yr,LE 

Dwell angle is the number of degrees of cam rotation 
in which the contact points remain closed. The dwell 
angle must be properly set so the ignition coil has time 
to buitd a magnetic field. Dwell angle is extremely im- 
portant at high engine speeds because of the reduced 
time for the ignition coil to build this magnetic field. 

At low and high speed operations, both dwell angle 
and point gap must be correctly set to provide good all 
around ignition system performance. There is a definite 
relationship between point gap and point dwell angle. 
See Figure 72. When the point dwell angle is increased, 
point gap is decreased and vice versa. The distributor is 
designed so that when dwell is properly set, the gap 
should also he properly set. However, it is not sufficient 
to check only the dwell or only the gap. Several items 
can cause insufficient gap even though the dwell is 
properly adjusted. Among these are improper or 
wrongly positioned fiber block, worn cam lobes or fiber 
block, or using the wrong type breaker point assembly. 

The most accurate method of checking the dwell 
angle is with an oscilloscope or a dwell meter. Several 
types of dwell meters, either electrical or mechanical 
which will record dwell angle, are available. 



* Connect the dwell meter by following the manu- 
facturer's recommendations furnished with the unit. 

* Record the dwell angle as indicated by the dwell 
meter. 

NOTE : yfoat ttw t'U meter* trill nut htive n 3'loltp jNHti- 
titw (far '>i*rytiiutrr engine*}. Therefore, it wift he 
nerpsxnry to ttnv the ft-fuhe ftonitiwn* The gfwrifietl 
35°-'Hi n fitreii rmgle will retul 70 s -7 ft* ic/irri uxinfi 
the (t-ttthf a*ltiti*jti t 

Ignition point dwell angle is normally determined by 
point gap. Ignition points that are not adjusted properly 
will cause extended or retarded dwell, and subsequent 
misfiring. The following items should be considered 
when adjusting point dwell angle: 

* Points that are pitted or corroded cannot be ad- 
justed properly. 

* An excessively worn fiber block will prevent proper 
point adjustment. 

* The distributor shaft must be properly aligned; a 
bent distributor shaft will cause a distorted dwell 
angle measurement. 

* The cam must be properly lubricated to allow 
proper travel of the fiber rubbing block. 



3, DISTRIBUTOR 



DESCMPTIUN 

The distributor is mounted on the distributor drive 
housing and is driven at one-half engine speed. The 
distributor contains the distributor cap, rotor, dust cover T 
breaker points, ignition condenser, and the spark ad- 
vance mechanisms required to properly time the spark. 
Each of these components are as follows: 

A. Distributor Cap, Ho tor. and Breaker 
DukI Clover 

The distributor cap fits over the distributor housing 
and is retained by two metal clips. Aluminum inserts 
are cast into the cap towers to hold the ends of the 
spark plug wires. These inserts extend down inside the 
cap and make an electrical contact (through an air gap) 
with the metal strip protruding from the outer end of 
the rotor. This strip serves to extend the secondary 
circuit to the applicable spark plug as the distributor 
shaft rotates and the rotor moves from plug wire contact 
to plug wire contact. 

The opposite end of the strip bears against a carbon 
button located under the center or ignition coil terminal 
of the distributor cap. 



The dust cover divides the high and low tension sides 
of the distributor and serves to seal foreign material and 
moisture from gaining access to the breaker points and 
advance mechanism. An O-ring is used at the outside of 
the cover to form a seal with the distributor housing and 
a felt washer at the center of the cover to form a seal 
with the distributor shaft, 

B. Breaker Point- 

The function of thp breaker points is to open and 
close the primary circuit to interrupt the current flow 
through the primary winding of the ignition coil, thus 
causing the coil to produce voltage high enough to jump 
the gap at the spark plugs at the desired instant during 
the compression stroke. 

C. Condenser 

The condenser, connected across the breaker points, 
suddenly stops the flow of electricity in the primary 
circuit when the breaker points begin to open. This pre- 
vents arcing at the breaker points while the points are 
opening, and quickly collapses the magnetic field in 
the coil. 



2/66 



FQRQ MOTOR CO. 1*66 



PAGE 51 



■PART 3^£LECTRICAL SYSTEM- 



D. Spark Advance Mechanisms 

The Spark advance mechanisms time the delivery of 
the high voltage current to the cylinders at the exact 
instant to ignite the fuel-air mixture. The advance mech- 
anisms are: 

■ Vacuum advance, which regulates the spark 
timing required for maximum economy under 
part throttle operations, 

• Centrifugal advance, which regulates the spark 
timing required for speed and maximum power. 

DISTRIBUTOR OVERHAUL 
A* Removal 

1. Disconnect the primary wire from the coil 
1 'BAT" terminal. 

CAUTION ; Be sure the key-starter witch is 
in the "OFF" position. 

2. Loosen the vacuum line at the intake manifold, 
Remove the vacuum line from the distributor 
and swing it out of the way, 

3, Disconnect the spark plug wires and the second- 
ary high tension lead from the distributor ter- 
minal housing (cap). 

4, Unsnap the distributor cap clamps and remove 
the cap from the distributor. Note the position 
of the rotor in relation to a fixed point on the 
distributor housing for installation purposes. 



DISTRIBUTOR 




Sk Remove the distributor timing clamp retaining 
bolt and lift the distributor from the drive hous- 
ing Figure 64. 

6. Cover the distributor hole in the drive housing 
to prevent the entry of foreign material* 

B. Disassembly 

Refer to Figure 65 to identify the distributor com- 
ponents. 

1. Remove the rotor and dust cover* 

2+ Remove the retaining clip that secures the 
diaphragm arm to the upper breaker plate, 

3. Remove the screw and lockwasher assembly, 
and the flat washer that secures the vacuum 
advance assembly to the distributor base; then 
lift the diaphragm arm ofT the pin and remove 
the vacuum advance assembly. 

4* Disconnect the primary wire and the condenser 
wire from the breaker point assembly. Remove 
the primary wire from the distributor housing, 
(Pull the wire from the inside to avoid dam- 
aging the seal.) 

5. Remove the condenser and breaker point assem- 
blies. Remove the ground wire from the lower 
breaker point plate. 



Figure 64 
Removing Distributor 



NOTE : Two types of breaker point assembles 
are used on Ford Tractors: a pivoting-ly pe or 
a non-pivoting~type. See Figure 5o\ The fane* 
tivn rtrtf/ adjustment of hath types are the 
same: however* the electrical connection on 
the pivoting-type is secured jcith a lock ttrt&her 
tmd nut, whereas the non-pi voting-type uses a 
screw, 

6, Remove the lubrication wick from the top of 
the cam assembly. 

7. Detach the upper breaker plate by removing the 
retaining clip H flat washer, and spring washer, 

&, Detach the bracket and clamp assemblies by 
removing the two retaining screws, 

9, Remove the lower breaker plate. Using a pair 
of needle-nose pliers, remove the cam retainer. 

10. Unhook and remove the centrifugal advance 
weight spring. 

NOTE: Mark each advance spring? weight? 
and adjusting ttih so they will he reassembled 
correctly* The primary spring is the spring 
under tension when in a static position* 

11. Remove the cam assembly. Figure 62. 



PAGE 53 



—CHAPTER 5- 



r 



CAP 



ROTO 



DUST 
COVER 



CONDENSER 



GROUND 

WIRE 




\ 

SEAL 
RETAINER ( 



„ ^ LUSRICATION i 

/ \ wicx 

* CAM * _^^ 

RETAINER \ 



i 

i WEIGHT 

I 



^.V 



S€Al 



O PING l 



BREAKER POINT 
ASSEMBLY 




distributor' 

CAM ASSEMBLY 

[DISTRIBUTOR 
SHAFT 

I 




WEIGHT 
SPRING 



\ THRUST 
\WASHER 



/ 



Q 



PRIMARY 
WIRE 



BUSHING 



LOWER BREAKER \ 
PLATE 




SCREW AND 
LOCK WASHER ASSEMBLY 



BASE 



RACKET AND 
AMP ASSEMBLY 




TIMING 
CLAMP 



VACUUM ADVANCE ASSEMBLY 



DRIVEN GEAR 



Figure 85 
Distributor— Dlsassembfed 



12. Remove The distributor shaft thrust washer, 
Figure 65. 

13. Remove the distributor weight retaining clips 
anct remove the weights, 

14. If the gear and shaft are to be reused, mark 
them so the pin boles can be easily aligned dur- 
ing reassembly. Remove the gear by using a 
small punch to drive out the retaining pin. 

Press the gear off the shaft. 

- 

15. Pull the shaft out of the top of the distributor 

housing, 

16. Remove the Q-ring seal from the distributor 
base. 



17. Scribe a mark on the timing clamp and distrib- 
utor housing for an aid in reassembly. Remove 
the timing clamp by removing the screw and 
square head nut and sliding the clamp off the 
bottom of the distributor housing. 

IS. If the shaft bushing is damaged, or not within 
specified limits, page 69, remove it from the 
distributor housing, Where available, use Dis- 
tributor Shaft Bushing Remover and Installer. 
No. 5W-5v3 T Figure 66. 

C. Insprrliori it ml Krpdir 

1, Soak all parts of the distributor (except the con- 
denser, breaker point assembly, lubricating wick. 



2/66 



FORD MOTOR CO, IMS 



PAGE 53 



PART 3-ELECTRICAL SYSTEM- 




QISTRL&UTOR SHAFT 

PUSHING REMOVER 

AND INSTALLER 

NO. SW-503 




DIST11&UTOR 
SHAFT BUSHING 

REWOVtfl 
AND INSTALLER 

NO SW-503 




Flgura N 

Re moving Distributor Shaft Bushing 



Figure 17 
Installing Distributor Shaft Bushing 



vacuum diaphragm, oil seals and electrical wir- 
ing) in a mild cleaning solvent or mineral 
spirits. With a clean dry cloth, wipe alt parti 
mentioned above that cannot be immersed. 

2. After dust deposits have been loosened by soak- 
ing, scrub the parts with a soft bristled brush. 
Dry the parts with compressed air. 

NOTE: Do not HAi a wire bruth* fiie t or ttthvr 
tthrtmivf material ia clean the parts. 

3- Inspect the cap and rotor for cracks and carbon 
tracks which will cause the high tension current 
to short out to ground Abo check these parts 
for burned terminals and any indications of 
erosion. The breaker cover should be inspected 
for breakage. If the felt and O-ring seals are 
damaged, new ones should be installed. 

4. Inspect the bearing surface of the distributor 
shaft for wear. Install a new shaft if it is ex- 
cessively worn. 

5. Inspect the distributor cam Lobes (or wear. If 
any Lobe is scored or worn, install a new cam 
assembly, 

6. Inspect the upper and lower breaker plate as- 
semblies for signs of distortion. Install new 
assemblies if they are defective. 

NOTE: yew breaker paint* and condenter 
should be in stalled whenever the distributor 
F* overhauled, 



7 + Inspect the electrical wiring for fraying and 
breaks. Install new wires as required- 

8. Check the distributor base for cracks or other 
damage. 

9- Check the vacuum diaphragm housing and arm 
for damage. Check the vacuum line fitting for 
stripped threads or other damage. Test the vac- 
uum fittings, case* and diaphragm for leakage. 
Install new parts if necessary, 

D. Assembly 

Refer to Figure 65 for identification of parti during 
assembly, 

1. Coat a new distributor shaft hushing with oi! 
and install it in the distributor base using Dis- 
tributor Shaft Bushing Remover and Installer 
No, SW 503, (where available) as shown in 
Figure 67. To prevent damaging the bashing, 
use a flat washer under the shoulder of the tool 

2. Ream the bushing to the limits specified, page 
69, Figure 68. 

3. Apply a small amount of oil on the shaft and 
slide the shaft into the distributor housing. 

4. Press the gear into position on the shaf* Use 
the marks on the shaft and gear to align th«* 
pin holes. 

5. Install the gear retaining pin. 



PAGE 54 



■CHAPTER fr- 



BUSHING REAMER 




FEUER GAUGE 




DISTRIBUTOR GEAR 



Figure It 
Reaming the Distributor Shaft Bushing 



Figure it 

Checking Distributor Shaft End Play 



6. Check the shaft gear end play with a feeler 
placed between the gear and distributor 

*, Figure 69. Refer to page 69. for the ac- 
ceptable distributor shaft end play limits. 

7. Position the distributor in a vise equipped with 
soft jaws. Fill the grooves in the weight pivot 
pin with a multi-purpose lithium -base type 
grease. 

& Position the weights on the pivot pins and secure 
them with the retaining clips. Figure 62. 

9* Install the distributor shaft thrust washer. 

10. Fill the grooves in the upper portion of the 
shaft with a multi-purpose lithium-base type 

grant*, 

11, Install the cam assembly. Make sure the slots 
in the cam base are positioned over the weights- 

12* Install the weight springs as ifrown in Figure 62. 

NOTE : Be sure the proper weight tprittg and 
rttijtinting tab are at tumbled as marked when 
removed, 

13. Apply a light film of cam lubricant evenly on 
the cam surface and install the cam retainer, 

14 + Saturate the lubrication wick with SAE 10W 
engine oil and install the wick in the top of the 
cam assembly. 



15. Position the lower breaker plate in the distrib- 
utor. Be sure the breaker plate tabs are up and 
the pivot pin located in the position shown in 
Figure 70. 

16- Position each distributor cap bracket and clamp 
assembly on the distributor housing and secure 
them to the lower breaker plate. 




NO N -PIVOTING TYPE 
BREAKER POINT ASSEMBLY 



BREAKER ARM 

TERMINAL 



ADJUSTING 
SCREW 



MOVABLE 

BREAKER 
POINT 



STATIONARY 

BREAKER 

POINT 



CONDENSER 



PRIMARY 
WIRE 




LOWER BREAKER 
PLATE PIVOT PIN 



Figure 70 
Distributor Component Identification 



2/66 



© FORD MOTOR CO, T»66 



PAGE 55 



.PART 3-ELECTRICAL SYSTEM- 



wire 



17. Petition the upper breaker plate over the/ pivot 
pin on the lower breaker plate. Install the spring 
washer (dished face up) on the pivot pin. Place 
the flat washer on the spring washer and install 
the retaining clip. 

18, Install a new breaker point assembly. 

NOTE : Two types of breaker point assemblies 
are used on Ford Tractorr: a pivoting type or 
a non-pivniing type* See Figure 7Q, The funo 
tion and tuljttftment of hot ft type* are the 
same; however, the electrical connection on 
the pivoting type is secured with a nut and lock 
washer, whereat the n&n+pwoting type uses a 
screw. 

1& Install the ground wire, Figure 70- 

20. Install the condenser. 

21. Install the primary wire. Pull the wire in the 
distributor base, feeding it through the opening 
from the inside until the locating stop is flush 
with the inside of the distributor. 

22. Connect the primary wire and condenser 
to the breaker point terminal. 

23. Install a new O-nng seal on the vacuum advance 
assembly and position the assembly in the dis- 
tributor base, Hook the diaphragm arm over the 
pin on the breaker plate. Secure the advance 
assembly with the screw and lock washer assem- 
bly, and the diaphragm arm with the retaining 
clip. 

24. Install the clamp assembly, flat side toward the 
gear, aligning the two marks previously scribed 
On the clamp and housing. 

25. Install a new Oring seal on the distributor base. 

26. Align and set the contact points as outlined on 
page 57, under "B. Point Alignment and Gap", 

E. Inula Nation 

1, Remove the No, 1 (front) spark plufc and the 
valve rocker arm cover, 

2, Rotate the engine slowjy until air is forced from 
the No. 1 spark plug hole. At the same time, 
check the intake and exhaust valve push rods. 
Both rods should rotate freely, indicating that 
the piston is on the compression stroke. 

3, Continue rotating the engine slowly until the 
tt (TOC) flywheel mark is aligned with the 
arrow in the rectangular inspection opening in 
the rear engine cover plate, 



NOTE; Thit inspection opening it covered 

hy a dust cap which must he remored to view 
the flywheel, 

4. With this setting, place the distributor, dust 
cover installed, in the distributor drive housing 
with the rotor pointing toward the No. 1 cylin- 
der distributor cap contact. In this position, the 
distributor drive gear will be meshed properly 
with the timing gear. 

NOTE : W hen the gears are property methed, 
there should he an angle of approximately 
60' between the center line of the rofor at the 
No. I distributor terminal* and the front fact 
of the cylinder hlock^ Figure 71. 

5. Loosen the bolt holding the timing clamp to the 
distributor base and rotate the distributor hous- 
ing until the breaker points start to open, 

6. Hold the distributor housing, and center the 
timing clamp slot on the timing clamp bolt hole; 
then tighten the timing clamp bolt. 

7. Install the spark plug, spark plug wire, dis- 
tributor cap, and valve rocker arm cover. 

fl. Reconnect the spark plug wires. Connect the 
secondary wire to the distributor cap, and the 
primary wire to the coil 'TiIST" terminal. 

9. Check the ignition timing as outlined on page 
49, under "IGNITION TIMING WITH TIM- 
ING LIGHT." 



ROTO* 




FRONT FACE OF BLOCK 



Figure 71 
Correct Angle for Proper Gear Mesh 



PAGE M 



■CHAPTER 5- 



CONTACT BREAKER POINTS MAINTENANCE 

A* Point Removal and Inula] la t ion 

The distributor does not have to be removed from 
the engine to service the distributor breaker point as- 
sembly. Figure 70. 



NOTE: Be *urr the key-starter twitfh ii in the 

1. Remove the distributor (terminal housing) cap. 



"OFF* 



2. Remove the rotor assembly and dust cover from 
the distributor shaft, 

3. Loosen the nut and lock washer (or screw) that 
secures the condenser and primary wires to the 
moveable breaker arm terminal and remove the 
wire IcadSj Figure 70, 

4. Remove the screws and lock washers securing 
the breaker point assembly to the upper breaker 
plate and remove the point assembly. Remove 
the screw securing the condenser to the upper 
breaker plate. 

5. Breaker points should be inspected, cleaned, 
and adjusted. If the contacts are badly burned 
or excessive metal transfer between the points 
ii evident, Figure 59, install a new breaker 
point assembly and condenser (Metal transfer 
is considered excessive when it equals or ex- 
ceeds the gap setting) Tighten the screws and 
make sure the ground wire is secured to the 
breaker point assembly rear screw. 

{*. Secure the condenser lead and the primary 
wire to the ignition point primary terminal, 

7. When the point gap has been properly set, re- 
install the dust Cover, rotor, and distributor cap. 
Make sure the rotor contacts and the distributor 
cap contacts are clean. Install a new rotor and a 
new distributor cap if their contacts are pitted 
or badly worn* 

8. Check the ignition timing as outlined on page 
49. under ^IGNITION TIMING WITH A 
TIMING LIGHT." Adjust as necessary. See 
Figure 72, 

9. Check the dwell angle as outlined on page 
51, under "CHECKING IGNITION POINT 
DWELL ANGLE." Adjust as necessary- See 
Figure 72, 

B. Point Alignment and Gap 

1, To align the breaker points, rotate the cam (by 
cranking the engine) until the points are closed. 



DWEU 



GAP 




POINTS 
CLOSE 




POINTS 
OPEN 



POINT GAP 



DWELL ANGLE 



Figure 72 
Distributor Point Gap and Dwell Angle 

Using a suitable tool, align the contacts by 
bending the stationary breaker point bracket, 
Figures 73 and 74. 

2, To adjust the breaker point gap, crank the en- 
gine slowly until the fiber rubbing block on the 
moving arm contact is on die high point of one 
of the distributor cam lobes, Figure 72. Turn 
the key -starter switch to the OFT* position. 

3. Slightly loosen the two breaker point bracket 
adjusting screws* Insert a screwdriver blade 
into the adjustment slots; rotate the screwdriver 




Figure 73 
Aligning and Adjusting Breaker Points 



2/66 



© FORD MOTOR CO. lftW 



PAGF 57 



•PART 3-ELECTRICAL SYSTEM- 




CONTACT 

AREA 
CENTEftEO 



CORRECT 
ALIGNMENT 



CONTACT 

AREA NOT 

CENTERED 



MISALIGNMENT 
OF CENTERS 



CONTACT 
A$EA NOT 
CENTERED 



MISALIGNMENT 
Of POINT FACES 




C 



Figure 74 
Breaker Paint Alignment 

until a feeler gauge blade of the thickness speci- 
fied, page 69, can be positioned between the 
contacts. With the feeler blade in position, ro- 
tate the screwdriver to obtained the desired gap. 

4, Tighten the adjusting screws and recheck the 
gap. Repeat the adjustment if the point gap 
changed while tightening the adjusting screws. 

Spring IV ns ion (Pivol-Typt* Only) 



Correct breaker point spring tension is essential for 
proper engine operation and norma] breaker point life. 
To check the spring tension, place the hooked end of a 
Spring Tension Scale over the end of the movable 



breaker point, Figure 75. Pull the scale at a right angle 
(90 ) to the moveable arm until the breaker points just 
start to open. If the tension is not within specifications, 
page 69 1 adjust the spring tension as follows: 

L Disconnect the primary and condenser leads 
from the breaker point assembly primary ter* 
minal, 

2. Loosen the nut holding the breaker point spring 
in position; move the slotted spring toward the 
breaker arm pivot to decrease tension, and in 
the opposite direction to increase tension, 

3. Tighten the lock nut; then check the spring 
tension. Repeat the adjustment until the speci- 
fied spring tension, page 69, is obtained 

4. Install the primary and condenser leads using 
the lock washer and nut. Tighten the nut se- 
curely. 




SPRING 

TENSION 

SCALE 



Figure 75 
Checking Breaker Point Tension— PI vot-Type 

Point Assembly 



4. IHSTRIBl TUK DRIVE 



DESCRIPTION 



The distributor drive assembly, Figure 76, is located 
on the front right-hand side of the engine and is at- 
tached to the engine and front adapter plate. The dis- 
tributor drive assembly consists of a housing, housing 
cover, gasket,, and distributor drive shaft assembly,, and 
is driven by the governor drive gear which is keyed to 
the distributor drive shaft assembly. The gear on the 



drive shaft assembly meshes with the distributor-driven 
gear. The assembly is lubricated from the engine main 
oil gallery through a tube leading into the drive housing. 
The distributor is attached to the top of the drive 
housing and is secured with a retaining bolt The bolt 
also acts to adjust the timing by securing the timing 
clamp. Refer to Figure 77 to identify the parts of the 
distributor drive assembly* 



PAGE M 



•CHAPTER &■ 




DISTRIBUTOR 
. DRIVE ASSEM&L 



figure 76 
Distributor Drive Assembly 

DISTRIBUTOR DRIVE MAINTENANCE 
A. Removal 

1. Remove (he ignition coil as outlined on page 
60, under "A. Removal " 

2. Remove the distributor as outlined on page 52, 
under ,h A, Removal" 



HOUSING 



DRIVE SHAFT AND 
GEAR ASSEMBLY 

_L 



BOLT 

WAS 



STRI&UTOR 
IVE GEAR 



THRUST 
WASHER 




NUT 




&1/SHING THRUST 
WASHES 



LUBRICATION 
TUBE 



Ffflurt 77 
Distributor Drive Assembly— Disassembled 



3. Disconnect the governor linkage from the gov- 
ernor arm. Remove the governor cover bolts 
and pry the governor cover off the dowel pins. 
Remove and discard the old gasket. Refer to 
"Part 1. ENGINE SYSTEMS". 

4. Remove the governor outer race, 

5. Remove the left-hand threaded nut and detach 
the governor driver assembly* 

6. Disconnect the lubrication line frnrn the engine 
block and the distributor drive housing, 

7. Remove the three bolts that attach the dis- 
tributor drive housing to the front engine plate 
and remove the housing. Figure 76- It may be 
necessary to tap the shaft from the governor 
drive gear with a soft hammer, 

B. Disassembly 

L Remove the Woodruff key from the front of the 
shaft and remove the thrust washer. Figure 77, 

2. Remove the two rear housing cover bolts and 
remove the rear cover and gasket Discard the 
old gasket. 

3 + Remove the shaft and drive gear from the 
housing. 

NOTEr Do not rerrtovr thr roit pin to xepa* 
rate the drive gear from the shaft* T'/ir** gear* 
thrust irn$her» and thrift ore ei mulched set 
and must h* terrieed a* on assembly* 

C, Inspection and It? pair 

L Wash the drive housing in cleaning solvent. 
Clean the gasket surfaces. Inspect the gasket 
surfaces for nicks or burrs, Check the lubrica- 
tion line fitting. 

2, Check the shaft bushing in the housing. Figure 
78. for wear, score marks, or burrs. Check the 
ID. of the bushing with an inside micrometer; 
refer to page 69, for the correct bushing di- 
ameter. 

3, Check the shaft assembly N Figure 77, for wear. 
Be sure the key way is in good condition. Check 
the drive gear for wear or broken teeth. Check 
the thrust washer and snap ring between the 
gear and the shaft for damage. If any of these 
conditions exist, discard the shaft assembly. 

4, Check the Woodruff ^y and the governor gear 
thrust washer for wear or damage. 



2/6fi 



FORD MOTOft CO. 1KB 



PAGE S« 



-PART V-ELECTRICAL SYSTEM- 



D. Assembly 

Refer to Figure 77 for reference during assembly. 

1. If the housing shaft bushing, Figure 78, does 
not meet specifiCatiQns, page 69, install a new 
bushing. 

2. Install a new lubrication line fitting if the old 
one is damaged. 

3. Instai] the drive gear and shaft assembly in the 
housing Use a new rear cover plate gasket 

4. Install the front thrust washer and position the 
Woodruff key in the keyway. 

E. Installation 

L. Using a new gasket, position the drive assembly 
on the front engine plate. Align the key on the 
shaft with the keyway in the drive gear and 
start the shaft into the gear. Install the three 
drive housing bolts and lock washers, Figure 76. 

2* Position the governor driver assembly on the 
shaft and start the nut on the shaft. Tighten the 
nut to draw the gear onto the shaft; then tighten 
the nut to the specified torque, page 71. 

3. Install the outer race. The shaft on the outer 
race fits into the distributor drive shaft 

4, Using a new gasket, plate the governor cover in 
position on the dowel pins and install the at- 
taching bolts. Tighten the bolts to the specified 
torque, page 71. 



&USKING 




Fig Ufa 78 
Drive Shaft Bushing 

5* Connect the linkage to the arm on the governor 
front cover. Refer to "Part I, ENGINE SYS- 
TEMS". 



6* Install the distributor as outlined on 
under "£ Installation/' 



56. 



7- Install the ignition coil as outlined on page 61, 
under "C. Installation 1 ". 



5. IGNITION COIL 



DESCRIPTION 

The ignition coil is a step-up transformer which in- 
creases the low voltage output from the battery to the 
high voltage needed to jump the gap at the spark plug 
aiul ignite the fuel -air mixture in the combustion 
chamber. 

Two ignition coils may be encountered in service. 
Each is identified by its length and is to be used in the 
installations listed below: 

* The 5-inch ignition coil is used with the key -starter 
switch-to-cotl resistance wire assembly, and the 
starting motor relay-to-coil jumper wire assembly. 
See Figure 56. 

• The 5 l /a-inch ignition coil is used with the key- 
starter twitch-to-toil non-resistance wire assembly. 
See Figure 56. 



NOTE : To determine if thv ignition rati it function' 
ing properly* firrf</rm the ignition roil te*t$ at out- 
lined on page 47, 

IGNITION COIL MAINTENANCE 

A\* Removal 

1. Turn the key-starter switch to the "OFF" po- 
sition. 

2. Disconnect the key-starter switch-to-coil lead, 
or leads, (coil 4, BAT H terminal) and the primary 
lead (coil "DIST" Terminal). Remove the high 
tension (secondary) Lead from the coil to wen 

3. Remove the two coil bracket-to-distributor drive 
housing cover screws. Remove the coil and 
bracket assembly. 



PAGE M 



■CHAPTER 5r 



4. Remove the coil from the bracket. The bracket 
may be reused if it is not damaged- 

B, Inspection 

Inspect the coil for dents, cracks, or a broken or dam- 
aged tower terminal. Install a new coil if necessary. 

C Installation 



IMPORTANT: The primary terminal posts of the 
rail are marked "BAT" and "DIST" to distinguish 
the positive battery terminal and the negative distri- 
butor terminal*. Care should be exercised in connect- 
ing the wire* to the correct terminal** If the primary 
ignition wires are incorrectly attached to the coil} the 



cott toil! have reverie polarity* Tku will retuh in 
poor engine performance and probably a high speed 
mi ms ft ring condition, 

L Attach the toil and bracket assembly (tower 
up) to the distributor drive housing cover. 
Tighten the attaching screw* securely, 

X Reconnect the secondary lead to the tower, tha 
distributor primary lead to the "DIST" ter- 
minal* and the key -starter switch (battery) lead 
or leads to the "BAT" terminal. 



NOTE: Do not overtighten the ^Distributor" 
and "Battery** terminal nut» f Make mure the 
secondary load is property fitted in the toirer. 



6. SPARK PLUGS AND WIRES 



DESCRIPTION 

The spark plugs are located in the engine head and 
are easily accessible for removal and installation. 

The purpose of the spark plug is to provide a proper 
gap, in the combustion chamber, across which a spark 
can be made to jump and ignite the fuel-air mixture 
under all engine speed and load conditions. 

The heat range of a spark plug refers to the heat 
dissipation properties of the plug or the temperature 
Limits within which a particular plug operates moat 
efficiently,, depending upon its ability to dissipate the 
heat of combustion, If the electrodes do not sustain a 
sufficiently high temperature, these deposits would accu- 
mulate to the extent of fouling the plug. If excessive 
heat is retained by the plug rather than dissipated 
through the plug shell and cylinder head to the engine 
water jacket, the insulator tip will become heated to 
the point of glowing and cause preignition. This is a 
premature ignition of the mixture by incandescence of 
the plug rather than by the correctly timed spark jump- 
ing the gap. 

The swirling action of the gases minimize the forma- 
tion of carbon deposits at low speed by cleaning the 
inside of the plugs. The net result is a spark plug which 
resists low speed fouling, will not cause deterioration 
and renders improved service life. 






The spark plug gap must be large enough to provide 
an ample spark for idle and low speed operation but not 
so large as to prevent a spark at high speed and heavy 
load conditions, 



Spark plugs may become fouled by carbon from leak- 
ing or stuck valves, over rich carburetion, an improper 
point gap setting, or oil. See Figure 7 ft for fouling con- 
ditions. 

Spark plugs should be cleaned and the gap checked 
(with a wire gauge) every 300 hours. Under normal 
operating conditions, new spark plugs should be in- 
stalled every 600 hours, or sooner if necessary. 



SPARK PLUG MAINTENANCE 
A* Removal 






1. Remove the battery tray retaining bolt and 
rotate the battery tray away from the engine. 

2. Withdraw the spark plug wire and seal assem- 
blies from the cylinder head. 

3. Loosen each plug about one turn (counterclock- 
wise) to break free any accumulation of carbon, 
dirt or gravel which may be lodged around the 
shell of the plug. 

IMPORTANT: Use the correct si*e deep 
socket to avoid slipping and breakage of ihe 
gpark plug insulator. 

A. Blow out spark plug ports with compressed air 
to remove dirt or gravel which may have col- 
lected around the base of the plvg. 

5. Remove spark plugs and sealing washers and 
place them in a suitable holder in the order they 
were removed from the engine. 



2/G6 



C FORD MOTOR CO. 19H 



PAGE ei 



-PART 3-ELECTRICAL SYSTEM- 



— 



CONDITION 




on 

FOULING 




OAS 

FOULING 




SURNID Of. 
OVHHUTING 




NORMAL 
<ONOIT!QNS 




NIGH LI AO 
PIFOllfl 




CARSON 
FOtlUNO 




SlUCOtft 




*PLASHID 
FOUUNG 



IDENTIFICATION 



T 



Wn'L. "In Jjsj di'pniilJi 



Dry. black. fluffr 
depCrt-lll. 



*hilr. burnt.*'!, c 
Mi-.cirH ifihi:iii[nr 
none nnd eroded el' 

eaindat 



Run y bra *n to gray 
ith-uw t»wd« de- 
poitl and minor <■]- 
eclftnlr erosion. 



puallt. 






Hani and scratchy 



CAUSED IT 



Eicr4»i v« oil rMahn-f cttfflb-J-iiion 
fpamhi-r ■hraugh worn ring* nnd 
PL4Lcni«, t<ice&BivD cleartaie-e be- 
i*ren wake guide* «d aim*. « 

mm or loose bearing ■ . 



Enron-pi pip combtnlion chuhimJ by 
Lao rieh ■ (ad -air mixture Or by ft 
defective coil, breaker pomtt Of 
igtliLIMI winflg. 



&igifl»F «verhcatinc caused by H** 

proper ignition timing, wrong type 
of fin?], loose Bpwk plugs ^ or lew 
hots plug, low fuel pump p mi 



Regular or unleaded (Bsohiin. 



Highb traded ea««i| itiea i 
iutn gitalin*,) 



T^o told a plug. Weak ignition, 
defect ^e fuel pump, dirty air 
cleaner, too rich ■ fuel nisLurv. 



Fans-id "ben fine »and panicle* 
combine with nnti-knock com- 
pound n in Lbe find. Moil common 
in dui iy ores*, The pluga cannot 
be cleaned 



DenouLi, accumulated after a 
long period of mjufinng, suddenly 
loosened when nomtl coabuMtwi 
chamber depouli art mtored 

aft*' w*t plugs ir* installed. 
During fl bigP speed run thefitt dr- 
poait* ore thrown into the plug 



Figure?! 
Spark Plug Inspection 

B. Inspection 

Spark plug testing consists of a careful visual inspec- 
tion and a comparison test in a pressure type tester {if 
available). 

Carefully inspect each plug for damage as outlined 
below. Damaged or defective plugs should be discarded- 

e Cracks and chips on the insulator inside and out- 
side and loose terminals. 



* Blow-by marks on the outside of the insulator. 

* Excessive electrode erosion. 

* Blistering and erosion of the insulator tip. 

* Black carbon or oil deposits on insulator tip. 

A white deposit and blistering on the insulator and 
excessive wear of the electrodes is usually caused by a 
spark plug that is loose in the cylinder head, a cracked 
Or loose insulator, a leaking intake manifold gasket, Of a 
lean air- fuel mixture (carburetor adjustment). 

An oily carbon deposit on the inside of the insulator 
would indicate excessive oil in the combustion chamber. 
This could be caused by weak or worn rings. A dry, 
fluffy, black deposit could be caused by a rich fuel-air 
mixture (carburetor fault) or an ignition failure. 

If a spark plug shows signs of operating too hot or is 
accumulating carbon and oil deposits, nnd the cause 
before installing a new spark plug; 

If the plugs have operated at normal temperatures 
the condition of the electrodes usually indicates the 
extent and amount of service they have been subjected 
to, If the ground electrode is worn thin or the center 
electrode is worn down so the gap is difficult or impossi- 
ble to adjust, the spark plug should be removed and a 
new plug installed. 

Inspect the spark plug wires for frayed or cracked 
insulation, oil impregnation, or any indications of short- 
circuiting. New wires should be installed if any of these 



WIRE GAP GAUGE 




Figure N 
Checking Spark Plug Gap 



PAGE & 



■CHAPTER 5- 



condition* exist. Alto check the insulator seal to make 
sure it is effective sealing foreign matter and water from 
the spark plug bore in the cylinder head* Install a new 
seal if necessary. 

C. Cleaning and Adjusting 

1. Remove and examine the spark plugs. 

2. If the insulator and firing end of a plug U Oily, 
clean by brushing with a suitable solvent and 
an air blast, Failure to do this before cleaning 
with an abrasive blast will cause abrasive to 
pack in the shell of the plug and make cleaning 
difficult. 

3. Clean the plug, preferably in an abrasive blast 
type cleaner. Follow the manufacturer's instruc- 
tions for the use of the equipment. Limit the 
cleaning time to about 3 seconds. Rotate the 
plug white it im being subjected to the abrasive 
blast. If upon inspection, the plug is not found 
to be entirely clean it may be placed in the 
abrasive blast again for not longer than 3 sec- 
onds. Prolonged use of the abrasive blast will 
wear away the insulator, 

4* Be sure to remove all traces of the cleaning 
abrasive with the air blest, 

5. Clean threads of plugs by brushing with a wire 
brush, 

& File the end of the center electrode until it is 
flat. File the sparking areas of the ground elec- 
trode to obtain a flat, parallel surface. Less volt- 
age is required to fire the spark plug and the 
gap can be more accurately adjusted if the 
electrodes are flat If the ground electrode is 
filed too thin it may cause pre-ignition. 



7. Check the gap with a wire gauge, Figure 80 , 
held parallel to the gap surface, A light drag 
should be felt when the wire gauge pastes 
through the gap. Adjust the gap by bending the 
ground electrode to the center electrode. Do 
not move the center electrode as the insulator 
tip may be damaged. 

D* Installation 

Before installing a new plug or one that has been 
cleaned, always be sure the gap has been set to specifica- 
tions, page 69. 

1. Check the threads in the cylinder head. It 
should be possible to seat a new plug by hand. 
If threads require cleaning, apply a few drops 
of penetrating oil or kerosene on the threads. 
Obtain an old plug of the same size, inspect the 
plug threads to make sure they are in good 
condition and screw this used plug into the 
cylinder head as far as it will go. Work the plug 
in and out until it can be seated by hand. 

2. Check tapered seat surface on both the cylinder 
head and spark plug shell. The seat must be 
clean and free from dirt to assure proper seating 
of the spark plug, 

3. Install a new sealing washer. 

4. Install the spark plugs by hand to make sure 
plugs seat properly. 

5. Tighten each plug to specified torque, page 7L 

6. Install the spark plug wires and seal assemblies. 

7. Reposition the battery tray and install the re* 
taming bolt. 



2/66 



FORD MOTOR CO, 1066 



PAGE B3 









Part 3 

ELECTRICAL SYSTEM 

Chapter© 

TROUBLE SHOOTING, SPECIFICATIONS, 
AND SPECIAL TOOLS 



SrrlioH 



I . Trouble Shoo tine »*.♦**>♦•• * * • * . *.».*■* . ; . « 



2. Specifications 



Pmne 

• ■ * * 68 



3. Special Tool* 



■ ■■■■*■■■»* 



■ w + t + / E 



1. TROUBLE SHOOTING 



INSTRUMENT TROUBLE SHOOTING GUIDE 






Trouble 


Possible Ciuiet 




Warning LtgKt* mnd Gauge* Inoperative 


1. Key-start&r twitch faulty. 

2. Fuse burned out. (C Prefixed Tractors). 





Fuel Gauge Erratic* or Inoperative 



1. Loose or broken wiring. 

2. Defective fuel gauge. 

3. Defective fuel sender unit. 

4. Defective constant voltage stabilizer* 



Temperature Gauge Erratic or Inoperative 



1. Loose or broken wiring. 

2. Defective temperature gauge. 

3. Defective temperature sender unit, 

4. Defective constant voltage stabilizer. 



Oil Pressure Warning I-igln hn>j«--rativt' 



Generator Warding Light Inoperative 



1. Loose or broken wiring. 

2. Burned out bulb. 

3. Defective oil pressure sender unit. 



1. Loose or broken wiring. 

2. Burned out bulb. 

3. Defective generator regulator, 



— 



7/M 



FORD MOTOR CO. IBM 



PAGE 65 



►PART 3-ELECTRICAl SYSTEM- 



LIGHTING SYSTEM TKOUBLE SHOOTING GUIDE 



Trouble 



Possible Causes 



AIL Lights Do Not Light 



1. Dead battery. 

2* Loose battery cable connections. 

3. Fuse burned out (if equipped) 

4, Faulty wiring in the lighting circuit, 
5- Defective light Switch. 

6, All light bulbs burned out. 

7, Improperly adjusted voltage regulator. 

8, Multiple connector between front and rear harnesses 
loose (if equipped). 



Individual Lights Do Not Light 



1. Burned out bulb. 

2. Loose or broken Light wires, 

3. Poor ground. 



Lights Burn Out tt^peatrdly 



1* Loose or corroded wiring connections- 
2> Improperly adjusted voltage regulator. 



CHARGING SYSTEM TROUBLE SNOOTING GUIDE 



Trouble 



Possible Causes 



Battery Low in Charge 



1. Loose or worn generator drive belt. 

2. Poor battery. Condition will not accept or hold 
a charge. Electrolyte low. 

3. Generator not producing rated output, 

4. Generator regulator out of adjustment. 

5+ Excessive resistance in generator-to-battery or 
battery 'to-ground circuits. 



Generator Charging at Nigh Kate 



L Loose charging system connections, 

2. High voltage regulator setting. 

3. Burned voltage regulator contacts. 



No Output from Generator 



1. Generator drive belt broken. 

2* Loose connections or broken cable in charging system. 
3. Defective generator. 



Inlrrmittnvl »t* Lo\* Gfin'rulor Output 



1. Generator drive belt slipping, 

2. Loose connections or broken cables in charging 
system, 

3. Defective Generator. 



PAGE 56 



-CHAPTER 6- 



STARTING SYSTEM TROUBLE SHOOTING GUIM B 



Problem 



Possible Cautei 



Engine ^ ill N«i( Oank anil Starling Motor Relay 
( If^-Inch Starling Mnlor) or Solrtimd (SJfteh 
Starting Molar) Does Not Click 



1. Battery completely discharged, 

2. Key-starter switch, safety starter switch, or starting 
motor relay inoperative. 

3. Starting circuit open Of has a high resistance. 



Engine Will Not Oank But Starting Motor Relay 
for Solenoid) Clicks 



1, Burned relay (or solenoid) terminal contacts, 

2, Defective starting motor or loose or defective battery 
cables and connections. 

3, Defective starting motor drive assembly. 

4, Low charge in battery* 

5, Hydrostatic lock in engine cylinders. 

6, Engine seized, 



Starling Motor Spin* But Does Not Oank Engine 



1, Defective starting motor drive assembly. 

2. Defective flywheel ring gear 



Engine Oank a Slowly 



1, Battery low in charge. 

2. Excessive resistance in starling circuit. 

3. Defective starting motor. 

4, Tight engine. 






IGNITION SYSTEM TROUBLE SHOOTING GUIDE 



Trouble 



No Spark Al Any Spark Plug Wire 



Satisfactory Spark From Some, But Not All 

Spark Plug W ires 



fnlermillent Spark at AH Spark Plug Wire* 



Possible Causes 



1. Defective coil-Co-distributor high tension wire, 

2. Defective ignition coil, 

3. Defective condenser and /or ignition points. 
4* Defective rotor. 

5. Defective primary circuit wiring* 



L. Defective spark plug wires. 

2. Defective distributor cap. 

3, Worn distributor cam. 



L Loose or dirty connections in the primary circuit 

2, Defective coil or condenser, 

3. Distributor cap cracked, dirty, or wet internally* 



Weak Spark At AIL Spark Plug Wires 



| h Improper distributor point gap or defective points. 

2, Defective rotor or cap, 

3. Defective coil high tension wire. 



3/96 



© FORD MOTOR CO. IMS 



PAGE 67 



PART 3-ELECTRiCAL SYSTEM- 



2, SPECIFICATIONS 



LIGHTS AND INSTRUMENTS 

Headla mps : 

Volt* .....,_,, *..-•>.*■*•■■■•♦ *♦*♦,.,„,♦•*•>, - * * * * * * * * 12 J 

Ampere* at 12.8 Volts »■»* *,,*..«* * * * ♦ * ♦ . . * * * , ♦ * * * , . , . ......... . 2 J 

Watt*: 

■LJfUJII DtHI 1 1 t_ * Ml|j.H HIIU. iAfW J 1-4-1 +h i ■ 1 ■ i| | | f | « f | ■ ■<■ ^ | -« ■ 1 m M * * a******! 1 ■ 1 4 1 p 1 t 4 1 ■ ■ ■ * *■ * + *■ ■ * ■*■ vv Ciatll 

Single Beam * , *.*■••.*•■*.*. a ... * - - . . 35 

Bulb Type .,.*■**,*.. , ► *,, * sealed beam 

Filament: 

External Mounted Lamps * * *,.,,.. single 

Internal Mounted Lamps . . t T , t „ • »***»,••*»••-.».»•..,,,. T , r . T T . double 



Rear Lamps: 

I W ■ It* ■ ■■ ft, i II P P f #■***** »**»■■■■+ #4 lilBfflflf«| 11+ ^*4ftft»»4»l11llfllll ■ * 4 # k I ■>■ ■ ■ ■ ■ I*4 + «i + b- + bi b I1 " 

Volts , 12.fi 

Amperes at 12.8 Volts -*****, , *****.****** ,,.*** * * . * .....*... 0*4 

Bulb Type <.,.*...,* .,..**..*,...♦.,*,.*.,.* ..*..,.** tingle contact— bayonet 



Instrument Panel Lamps: 

T wl 1 * r •* 1 ■>■■■»■ ■ ■ ■ ■ ■■ ■ -p p * + ■ 4 * 1 ii + 4h--pi»-i ■ « ■■'■-»- p ■<-*<« ■ ♦. -■ 1 -m 4 + + ■ ■> 4 if* p ■ * + 1 ■ 4 144-1 ■>■■-■-■ ■ ■ W + + + + + + + + * -mm pD 

TT -U L (■¥ |4- + + 4Illllllhi4-* + ^ aB . aa «ai4aiai a i a 4«# aa ^«4«^ + l . aa naa a *a aaaaaaaa BB B B aaaav + B + p i pi i|a p a p V ai*B a i a ii, X bb£ 

Amperes at 12.8 Volte ..;.** * *..*.**. * . . . * * * * 0.1 

Bulb Type ****»..*..*.**... »*.**..»»»*****.»*.....*.»< single contact— bayonet 



Instrument Panel Fuse— Maximum Capacity (C Prefixed Tractors) 
Lighting Circuit Fuse (A and B Prefixed Tractors) 



.....■■■ 



. . . . 3 amps. 
... 15 amps. 



Implement Work Lamp: 



* * . . . 



Volts 

Watts ....*,*..*. 

Amperes at 12-8 Volts *,*.-. 
Integral Switch Eating 

O" ■ " J- /PC i + i i 4 *********** 



■ - ■ * I 



....*........ 



....*** 



12.B 

iS 

. *.** 2 J 

......... 5 amps. 

. P225-21 Prefocus 



License Plate Lampi 
Volts »**.,», 

TT ttllS 1 hlH-l fc-l-lBBBBPI 

Amperes at 12.8 Volts 
Bulb Type .......... 



**» + !*. *>» + **,+..** 



* * ■ ****** 



12.8 

. . 6 

0.4 

single contact— bayonet 






Voltage * - * * * * - 13.5 

Current Draw ....*........***** ..**.*.....*.........** * * 2-5 amps. 



Oil Pressure Switch (Engine): 

Rating at 135 Volts * , , 

'J JK? ITST I " £ rrpssurfl i * « « t * » t-t i * m ■ ■ ■ ■ • ■ t t t t t i ■ f t f i ■ ■*■** + ■■ * * ■■ 



■ ■ ■ ■. 



■ BBBB.IBBIBB B B ■ B ■ S I Bit a B- B> B- B 1 B B ■ U'W BBL BLB M I I lri}< 

***♦♦•,,*,. 11-15 pai (0*77- LOS kg/cm 1 ) 



Oil Pressure Switch ( Select-O-Speed Transmission): 

Rating at 13.5 Volts * 0,25 amps. 

Operating Pressure (without cooler) 13"£ 1.25 psi (0.76^:0.08 kg/cm-) 

(with cooler) * * * *.****. , 20;t2 psi ( 1.4D±:0.14 kg/cm") 



PAGE U 



CHAPTER 6- 



{NOTE? The following specifications supersede the specifications in the text.) 
IGNITION SYSTEM 






Type , , „ . *,<-.**.*. ...... coil end distributor 

Distributor: 

Basic Ignition Timing ($? 600-650 rpm with vacuum ftne disconnected): 

Ford 2000 and 3000 -2*± 2* 

* Or Q t U <J v ..................... . . . ....... .,.---..-..-,»..-■ . "J X * 

Ford 5000 . I . 2*±2* 

Breaker Arm Tension (Pivot Type Points) r 

Measured at End of Breaker Points Contact 17-21 o/, (481-595 gms) 

Measured Through Hole •♦■s-**:*-* .■....#«. 4 *..*... ....... ... .15-18 oz, (425*510 gms) 

Point Gap {Except LPGas) . , . . . . . 0.024-0.026 in. (0,609-0.660 mm) 

Point Gap (LP Gas) , , . . . .0.022-0.028 in. (0.558-0,711 mm) 

Cam Angle (Dwell) . 35 e -3*° 

Drive Shaft Bushing Diameter .........,.«.»,...*..«........ 0.468-0.4c9 in. ( 1 1 .90- 1 1 .91 mm) 

Distributor Gear End Play. , . . . , . 0.029CQ42 in. (0.73 i. 05 mm) 

Distributor Rotation. ...... counterclockwise 



*■.+ ■..-* 



■ ■■ ■ ■ | ■ ■■ t a i ■ ■ ■■«■-* « b # fa 

5H Inch Long 

3.2-3.5 
37004100 



3.75 



............ 



0.9 ohms 

5 Inch Long 

1.4-1.5 
fiOOO 8700 

4.5 

L30-L40 

■ 

......... Autolite AGS 



Condenser: 

Maximum Series Resistance. 

Coil: 

Primary Resistance ft 75 W F. ± 5°F. (23.9 D C, + 15°C> (Ohms) . . . 
Secondary Resistance $ 7S*F. ± S*F. (23.9*C, ± 15 6 C) (Ohms).. 
Current Draw with Engine Stopped — 

Breaker Points Closed 

(Approximate amperes) . , . 

Primary Circuit Resistor fe 75 a F. + 5 q F. <23.9*C. ± 1S*C.) 

(Approximate amperes) . . . 

Spark Plugs: 

JVlfirfvGr ■■■■■■■■■■ •■■■«■■■«■!■■■ ■ ■ *aaiiir-iriri-iri----r-i--t----> 

Heat Range . . . .normal 

C? J t V __ . _ •. j . * m a. m + * * ■ *.■■.*■. ■j.ajfl ■■■•■»,■■■■-** r n rv-aa ■ ■-hi*fl*-ftrr + -J- + -l++*-l*-|*P*l*" <-•■*-■'■■•■■>■■■■■'■ ■ * ■ ■ ■ i * " 1- ™ 1 I IP"" ■ 

Gap (Except LP-Gaa) O.O23-0.O27 in. (0.584-0.686 mm) 

Gap (LP Gas) , 0.018 0.022 in. (0.457-0.558 mm) 

Tightening Torque (Dry Thread) . „ . - .26-30 lbs. ft (3-59^4.15 kgm) 

Key -Starter Switch: 

Amperes at 13.5 Volts , 20 

Positions: 

Gasoline & Diesel wo Thermostart. .....,,,.........»..,.---<,.,,,*,».* . . . . 3 

Uiesel witti 1 jiermostart *■.*.»-»».. .»•.■**•*■**■»*.*■. »~.. ■. - ■ • ........*»«■»«■■;■■•»».■»» 9 

Safety Starter Switch; 

Amperes at 13.5 Volts 



♦ * 



CHARGING SYSTEM 

Battery; 

Capacity (Ampere Hour at 20 Hour Rate) .,,,,..,....... 

VvlUEC ■ ■■■■■ i ■ Eii I I I til | »4 t 1 I I tf 9 t 1 r I I II II r 1 I 

Cells <. .. 

Plates Per Cell . 

Ground Terminal. --.-. ,*,.......-....... 



■ ■ ■ ■ ■ 



80 Amp. Koum 


128 Amp. Hours 


80 


128 


12 


13 





6 


17 


25 


negative 


negative 







12/66 



© FORD MOTOR CO. 1964 



PAGE 69 



■PART 3-ELECTRICAL SYSTEM- 



CHARGING SYSTEM (Cont'd): 

Generator: 11 Amp. Type 

Maximum Output (Hot): 

Amperes at Approximately 1200 Engine rpm 

(2350 Generator rpm) and IS Volts . . . U 

Amperes at Approximately 1350 Engine rpm 

(2650 Generator rpm) and 15 Volts, ,.»,,,,,.»*» — 

Cut-In Speed (Approximate Engine rpm) 860 

Field Coil Current »...••• , # m „ , . 2 amps. 

Field Coil Resistance .,+.,+,,.+..*,*+,».,*.,*,.. 6 ohms 

Brush Length (Minimum) 7/32 in, (5,56 mm) 

Commutator Diameter (Minimum) * ■ * i . IA50 in* (36.830 mm) 

Brush Spring Tension with New Brush (Minimum). , . 28 oz. (793 gms) 

Commutator Runout 0002 in. (0-050 mm) 

Armature Shaft Runout * » »,» , ■ + .....♦,,.. , 0.002 in. (0.050 mm) 



22 Amp. Type 



22 

765 

2 amps, 

6 ohms 

13/32 in. (10.32 mm) 

1.450 iri. (36.830 mm) 

18 02. (509 gmi) 
0.002 in, (0,050 mm) 
0.002 in. (0.050 mm) 



Generator-Regulator 

Identification Number Stamped 
on Base Plate 



11 Ann p. Type 

C5NF-10505-A or 
37432-D 



22 Amp. Type 

C5NXM0505-B or 
3745 1-A 



* 1 ■ # I + •§ T W 



Cutout Relay: 

Cut-In Voltage . 

Cut-Out Voltage ......,*.... 

Cut-Out Current ♦♦..,*■■♦♦ 

Armature-to-Core Air Gap ..*.,,. 



Moveable Contact Blade Movement 



■ ■-■pi 



11 Amp* Type 

12,4 - 13.2 

9,5 - 1L0 

—4 amps, 

0.035 - 0.045 itu 

(v\89 - 1.14 mm) 

0.010 - 0.020 in, 

(0,25 - 0.51 mm) 



22 Amp- Type 

12.4 - 13.2 

9.5 - 1 1.0 

— 4 amps. 

0.035 - 0.045 in. 

(0,89 - 1.14 mm) 

0.010 -0.020 in. 

(0.25 - 0.51 mm) 



Current Regulator: 

Qn-Load Setting (Amps) 
Armature-to-Core Air Gap . . . 



i ■ + * + 



h + H 4 i i 



11 ± 1 
0.054 in. (L37 mm) 



22 ± 1 
0.QS4 in. (1.37 mm) 



Voltage Regulator: 

Opening Voltage at S0 p F. (I0 s C) 

at 68°F. (20°C) 

at86°F, (30 fl C) 

at !04*F, <40 & C.) 

Armature-to-Core Air Gap ...... 



14.9 - 15,5 
147 - 15,3 
14.5 - 15.1 
14,3 - 14.9 
0.055 in. (139 mm) 



14.9 - 15.5 
14.7 - 15.3 
14.5 - 15.1 
14,3 - 14.9 
0.053 in. ( L34 mm) 



STARTING SYSTEM 



No-Load Current Draw (Maximum) ; 

Gasoline at 12 Volts and 

6000 - 9500 Starter rpm ......... 

Diesel and Ford 5000 Gasoline Engine at 12 Volts 

and 5220 - 9440 Starter rpm . . 

Diesel at 12 Volts and 

5S00 - 7500 Starter rpm ,........,»». 



4- 14 Inch 

70 amps, 
60 amps. 



5 Inch 



100 amps. 



Current Draw (Starter Installed on Warm Engine): 

Gasoline Engine at 12 Volts 

and ISO - 200 Engine rpm . ♦ ...... 

Diesel and Ford 5000 Gasoline Engine at 12 Volts 
and 150 - 200 Engine rpm . . , 



150 - 200 amps. 
225 - 275 amps. 



PAGE 70 



■CHAPTER 6- 



4-^4 Inch 

Current Draw (Starter Installed on Warm Engine) (Cont'd): 
Diesel Engine at 12 Volts 

and 15/0 - 200 Engine rpm . , , — 

Brush Length (Minimum) . . . , . P * .....* , 0,25 in, (6.33 mm) 

Brush Spring Tension with 

New Brush ( Minimum ) 40 or. ( 1052 gms) 

Commutator Diameter (Minimum) .« .•4*** *••••*• • 1.46 in. (37.08 mm) 

Armature Shaft End Play ( Maximum) 0,058 in, ( 1*483 mm) 

Armature Shaft Runout (Maximum) * 0.00S in. (0.127 mm) 

Drive Pinion Clearance ( Engaged) *.,.*,,» . . . . — 



5 Inch 



250 - 300 amps, 
0.313 in. (7.94 mm) 

42 02. (1188 gms) 

1.53 irL (38.8° mm) 

0.020 in. (0.508 mm) 

0,005 in. (0.127 mm) 

0.010 - 0.020 in* 

(0.254 - 0.508 mm) 



Torque Specifications (Lubricated Thread*) 

4Vi Inch Starting Motor Through Bolts ..... 

5 Inch Starting Motor Through Bolts ....... 

Starting Motor-to-Rear Adapter Plate Bolts . . 

Spark Plugs (Dry Threads) , - , , * 

5 Inch Starting Motor Solenoid Terminal Nuts 
5 Inch Starting Motor Solenoid Securing Nuts 

Governor Drive Gear Nut 

Governor Housing-to- Engine Front Cover Bolts * • * 

Generator-Regulator Mounting Screws 

Generator Drive End Pilate Assembly Securing Nut 





Pounds Feel 




S 


I If 


• 


* + 


30 35 


■ ■ 


26-30 


■ m 


24 lbs, in. 


* » 


4.5 


¥ ■ 


95-105 


r h 


10-23 


* * 


12 Lbs. in* 


* * 


25 



Kilogram- Mel res 

0.690 

1.10 

4.15-4.84 

3,59-4.15 

0.276 

0.622 

13*13- 14,51 

1.38-3 IS 

01 38 

3.46 



.'i. SPECIAL TOOLS 



I tut] Number 



Description 



SW 503 

SW 504 or 54381742 

801 J 

802 \ Part of Kit No. 818 

813) 

V5U ■- *• t.i • * 

954 or 7600-E 



. .Distributor Shaft Bushing Remover and Installer 
Generator-Regulator Cam Adjusting Tool 

! Bushing Driver Cap 
Bushing Driver Cap 
Bushing Driver 

..,.,..*».» .Bearing Pulling Attachment 

Clutch Pilot Bearing Remover 



J/M 



C FORD MOTOR CO. 1888 



PAGE 71 



PART 4 
CLUTCHES 



Part 4 

CLUTCHES 

Chapter 1 
SINGLE CLUTCHES 

Section P$gt 

1. Description and Operation 1 



* m 






2. Important Changes 

3. Adjustments 

4. Single Clinch Removal and Installation. . . , 9 

5. Overhaul the Single Clutch Pressure Plate and 

Cover Assemblies . . ,, ,» . . 11 

Chapter 2 
DOUBLE CLUTCHES 

Section Page 

1. Description and Operation 



■ * i * * ■ 



2. Important Changes , , . , . . . . 28 

3. Adjustments . . . « 29 

4. Double Clutch Removal and Installation . . 30 

5. Overhaul Double Clutch Assembly ,, „ 32 

Chapter 3 

SERVICING CLUTCH ASSOCIATED PARTS 

Section Pagt 
U Clutch 1'ilot Bearing ,. ,. .. 41 

2. Clutch Release Bearing 42 

3. Clutch Release Cross-shaft Bushings 44 

4. Clutch Pedal Bushings . , ♦ * , , . . 45 

Chapter 4 
SPECIFICATIONS AND SPECIAL TOOLS 

St&ion Page 

1 . Specifications . . . . . . . . . . 47 

2. Special Tools , . . . ,., ... 50 

4/70 FORD MOTOR COMPANY LTD.. IttO PAGE 



Part 4 

CLUTCHES 

Chapter 1 

SINGLE CLUTCHES 



Section 
I. 
2. 

4 

5. 



Description and Operai ion 

I mporLam Changes 
Adjustments 

Single Clutch Removal and Installation. . 
Overhaul the Single Clutch Pressure Plate and 
Cover Assemblies 



Page 
1 
2 
9 
9 

11 



1. DESCRIPTION AND OPERATION 



\U tractors with manual gearchange transmissions utilise 
A single plate dutch, the disc of which incorporates cither 
friction linings or ceramciallK 1 net ion buttons on each 
side and a splined bub which locates the disc on the 
splines of the transmission input shaft. The disc is in- 
stalled between the flywheel and a pressure plate assembly 
which is itself attached to the flywheel. 



In the clutch "engaged" position Che spring loaded 
pressure plate presses the clutch disc into contact with the 
engine flywheel and the drive from the engine is trans- 
mitted to the transmission by the friction between the 
linings, or ceramctallic buttons > of the disc and the surfaces 
of the flywheel and pressure plate, 



contact with the flywheel. The fractional drive to the 
transmission is thereby disconnected to enable gci chang- 
ing to take place. 

After a gearchange is made and the clutch pedal is released, 
a spring returns the pedal to its free position and the 
release bearing is drawn away from the release levers of 
the pressure plate assembly. 



The main springs of the pressure plate assembly then re- 
assert pressure on the plate moving U forward to press the 
clutch disc into contact with the flywheel and re-establish 
the drive to the transmission, 



A clutch pedal is connected by a rod to a lever and cross- 
shaft assembly on which is mounted a fork. This fork 
engages a sliding release bearing and hub assembly, the 
bearing of which contacts the ends of release levers in the 
pressure plate assembly. 



Depression of the clutch pedal causes the cross-shaft and 
L brk to move the release bearing forward and depress the 
pressure plate release levers thus drawing the pressure 
plate away from the clutch disc and releasing the disc from 



NOTE - The pressure plate assembly of the Ford 4000 wish 
Independent P.T.O. differs from the othert in that it «t- 
cor paroles a iplined hub, Figure. /, which is nvetted to (he 
pressure plate cover. The P.T.O. input shaft locates m this 
hub thus the drive to the P.T.O. « transmitted direct from 
the engine flywheel and ij indtptmttm t$ fill normal putt* 
mission dutch. 

Independent P.T.O. drive on the Ford 5000 is achieved in 
a different manner. Here the P.T.O. input shaft, Figure 2> 
passes through the inside of the transmission main drive 
input shaft and is splined inta a drive plate which is bolted 
to the engine crankshaft. 



4/70 



f FQftD MOTOR COMPANY LTD., 1970 



PAGE 1 



PART 4 -CLUTCHES 








Flgur* 1 

Ford 4QO0 Clutch with Independent P.T.O. Drive 

(Previous Type] 



Flguf»2 

Ford 5000 Clutch with Independent P.T.O. Drive 

(Previous Type) 



1 


Sirui 


9. 


Clutch Cover 


1. 


Strut 


fc 


Clutch Due 


2 


EyefaoN 


10. 


p-Fssur*. Plete Spring ■ 


L 


Nut 


10. 


FlywhMl 


3, 


Anli-rittFe Spring 


11. 


P.T.O. Drive Hub 


3. 


Cross-shaft 


11 + 


P.T.O- Orirt Plate 


4, 


Relene Lever 


12, 


Release Bearing 


4, 


Transmit! an Input Shaft 


12. 


P.T.O. Input ShaH 


5, 


Transmission Input Shaf| 


13. 


P.T.O, Input Shaft 


5. 


Release Bearing 


13, 


Release Lever 


6. 


Flywheel 


14. 


C'oss -shaft 


6. 


Cover 


14. 


Anti-rattle Spring 


7, 


Pressure Plate 


11 


Nut 


7. 


Pressure Plalo Springs 


15. 


Eye boll 


S. 


Clutch Disc 


n. 


PiwOt Pin 


B. 


Pressure Plate 


16. 


Pivot Pin 



2, IMPORTANT CHANGES 



The type of dutch disc and pressure plate assembly used 
depends upon the tractor model concerned and when it 
wis manufactured. Two dm met basic designs have been 
used and they are not interchangeable, The dates when the 
change was made from the previous to the current design 
varies for differ en: models and different Assembly Plants, 
but a tractor may be identified externally as having a 
current design dutch if it has an external clutch pedal 
return spring as shown in Figure 3. 

NOTE - Tractors with a previous design dutch had a ctutck 
pedal return spring located inside the from compartment (*/ 
ike front tremsimsmm. 

Clutch Discs {Previous Design) 
Previous design dutch discs had continuous band Linings 
of pressed or woven organic material and various types 
were used. Irrespective of the type used in original 
production the disc which should be installed in service on 
tractors where the pressure plate assembly is secured to the 



FORD 2000 3000 4000 




Figure 3 
Clutch Pedal Return Springs (Current Tract art) 



PAGE 2 









CHAPTER 1 



flywheel by eight bolts, is the one which incorporates i 
torsion damped hub and grooved facings. Figure 4 
illustrates two typical discs of this typCj but it should be 
noted that the disc diameter and the build-up or the hub 
relative to the centre plate varies in accordance with the 
model concerned. 









The following table shows the part numbers of these 
clutch discs. 



Part Number 



C7NN-7550-V 



C7NN-7550-AA 



C7NN-7550-Z 



C5NN-7550-AV 



Diameter 



1\ in. 
(27.9 cm.) 



1 1 in. 
(27,9 cm-} 



12 m. 
(30.5 cm.) 



13 in. 
(33.0 cm.) 



Model Usage 



200073000/4000 with 
Tran.s T P.T.0, and Less 

p;t.o. 



4000 with Independent 



5000 Standard 



5000 Heavy Duty 



Points to note when m> tailing a torsion damped hub type 
of disc as a replacement for a non-torsion hub type art: 

1. Where a J 2 in. (30.5 cm.) diameter disc is being in- 
stalled on a Ford 5000, the two washers under the heads of 
the bolts which retain the pilot bearing in the P.T\0. 
drive plate should be changed to a thinner type. Part 
Number C7NN-7N424-A. These washers have a thick- 
ness of 0.04 in. £1-02 mm.) as compared to the original 
washers which had a thickness or 0.07 in. (L78 mm). 
Tighten these bolts to a torque of 100 to 1 10 lb. ft. (13,8 
to 15.2 m.kg.; on reinstallation. 

As the torsion damped hub type of disc is thicker than the 
previous type disc, four >p,n Part Number C7NN- 

7C596-A, which have a thickness of 0.07 to 0.08 in. (LB to 
2-0 mm. \ must be j 11 stilt led between the cover of The 
pressure plate assembly and the flywheel. It will be 
necessary to also u^c longer fixing bolta, Part Number 
304684- S8, to secure the cover to the flywheel. These 
bolts have a length oT I in. (25,4 mm,) as compared to the 
original bolts which had a length of 0.875 in. [22.2 mm.). 




ffi_J 


IL x°V)i 


ffi^Toi J 


PssL^I hi 


Uk? &f 


n2^\! 


t%£ |l 1 




Ford 4000 with Independent P,T\(X 



Figure 4 
Typical Tarttan Oimptd Hub Type Clutch Ditci 



Ford 3000 



4/70 



C FORD MOTOR COMPANY LTD-, 1*70 



PAGE 3 



PART 4-CLUTCHES 



2. Where a 13 in. (33> cm.) diameter torsion damped hub 
type of disc i& being instilled in place ol an earlier J 5 in. 
(33 cm.) heavy duty disc it will not be necessary to change 
the pilot bearing retaining washers but the spacers fitted 
originally between the pressure plate cover and the fly- 
wheel should he changed to a thinner type, Part Number 
C5NN-7N59&-B. These have a thickness of r 09 to 0] 
in. (2,3 to 2.5 mm,). 



3. In all case* a check should be made after setting the 
correct clutch pedal free play that there is sufficient total 
travel of the clutch pedal to fully release the clutch disc 
when the pedal is depressed. On early models it may be 
necessary to increase the pedal total travel in order to obtain 
sufficient release. 



On the Ford 5000 additional total travel may be obtained by 
removing metal from the bottom of the slot where the 



pedal passes through the foot -plat form, Figure 5. On 
other models additional pedal travel may be obtained by 
removing meial from the Upper stop on the platform, 
Figure 6. 

Clutch Discs (Current Detlgn) 

The current types of clutch discs are illustrated in Figure 7, 
Two discs cover the complete range of current 2000, 3000, 
4000 and 5000 agricultural tractors and both have a 
diameter of H in. (27.9 cm.)- Both incorporate cera- 
metallic friction buttons on both sides of the disc. The 
disc used in. the Ford 5000 has four pairs of buttons while 
the disc used in Ford 2000 b MM) and 4000 models has 
three pairs of buttons. The same disc is used in the Ford 
5000 for standard and heavy duty applications. 

These discs are not interchangeable with those used 
previously, i.e., they ire only suitable for use where the 
pressure plate assembly is secured to the flywheel by si* 
dowel bolts. 





Figure 5 
Clutch Pedal Total Travel - Ford 5000 

1. Total Travel 

2. Free Play 

3. Pedal Lower Stop (Slot 
in platform) 



Figure! 

Clutch Pedal Total Travel Ford 2000, 3000. 4000 

1* Total Travel 

?- Free Play 

& Pedal Upper Slop 



PAGE « 



CHAPTER 1 



FORD 5000 











FORD 2000 3000 4000 



Figure 7 
Canmvfaillc Button Type Clutch Diie* 



Clutch Pressure Plate Assemblies {Previous Design) 
Typical previous design pressure plate assemblies are illus- 
trated in Figures 8, % 10 and 11. They all comprise a 
pressed stecJ cover and a cast iron pressure plate loaded by 
coil springs which vary in number and specification in 
accordance with the size of clutch and the model concerned. 
Mounted on the pressure plate are release lever* which 
pivot on floating pins, Figures 1 and 2. The pins are 
Located in eyepolis which are fixed to the pressure plate and 
pass through the cover to which they are retained by ad- 
justment nuts. Stmts are interposed between lugs on the 
pressure plate and the outer ends of the release levers and 
anti-rattle springs are incorporated between the levers and 
the cover, 



The standard and heavy duty pressure plate assemblies of 
the Ford 5000 differ from the assemblies used on other 
models in the method of transmitting the drive from the 
cover to the pressure plate, i.e., torque on a Ford 5000 
clutch is transmitted through four sets of spring steel 
straps which are rivetted to the cover at one end and bolted 
to the pressure pJate at the other. Figure 21. On the other 
clutches the drive is transmitted by lugs on the pressure 
plate which pass through slots in the covet, Figure B. 



Alt previous design pressure plate assemblies are located on 
the flywheel by two dowels and secured by eight fixing 
bolts. It should be noted that the dowels used with the 
13 in, (S3 cm.) heavy duty assembly are of unequal 
diameters and this pressure plate assembly can, therefore, 
only be installed in one position relative to the flywheel. 

The 13 in, (33 cm,} heavy duty assembly also includes a 
release lever thrust plate which h held to the release levers 
by springs, Figure 1 1 . Such a thrust plate is not used on 
the other assemblies. 



Clutch Pressure Plate Assemblies (Current Design) 

All current design pressure plate assemblies have a diameter 
of II in. (27.9 on.) and all are secured to the flywheel by 
six dowel bolts. Four assemblies cover the complete range 
of Ford 2000, 5000, 4000 and 5000 tractors and their 
derivatives^ The assembly used on the Ford 4000 with 
Independent P,T«0. differs from the others in that it in- 
corporates a splined hub to transmit the drive to the P.T.O. 
input shaft. The other three assemblies differ only in the 
pressure rating of the main coil springs, see "SPECI- 
FICATIONS", Chapter 4. 



*fm 



© FORD MOTOR COMPANY LTD., 1970 



PAGE S 



PART 4-CLUTCHES 





Figure 6 
Previous Pressure PJate Assembly - Ford 3O0G 

Pressure Plate Driving Lug 2. Cover Driving Slat 



Figure 9 

Previous Pressure Plate Assembly - Ford 4M0 with 

Independent P.T.O. 





Figured 
Previous Pressure Plate Assembly 



Ford 5000 {Standard) 



Figure 41 
Previou* Pressure Plate Assembly - Ford 50M (Heavy Duty) 

1. Release Le^er Thrust Plate 3, Release Levor Spring 

2. Release Lever 



PAGE 6 



CHAPTER 1 



The following points should be noted in respect of these 
springs :— 

t. Current clutches are manufactured at two different 
locations and colour marking on the springs vary 

(a) in accordance with the source of manufacture 

(b) in accordance with the modej concerned. 

It is not permissible to mix springs of differing colour 
marking in a pressure plate assembly. 



2, Some pressure plate assemblies used in production 
on the Ford 5000 have spacers under the springs. If these 
springs are removed from the assembly during service 
overhaul and are subsequently re-ins tailed, the spacers 
must also be reinstalled. The spacers mil not be supplied 
for service and they must not be used where new service 
springs are being installed. 



Figures 12 and 13 illustrate typical pressure plate as- 
semblies. Figure 14 is a diagrammatic illustration of how the 
clutch operates and Figure 24 shows the component parts. 



It will be noted that the main coil springs are not in direct 
contact with the pressure plate but arc located between the 
pressure plate cover and a spring retainer which is con* 
nected by angle links to the release levers. As shown by 
diagram ''A" Figure 14, in the "clutch engaged h> position 
pressure from the springs is applied to the spring retainer 
which pulls on the angle links and dr&wfc the inner ends of 
the release levers rearwards. The outer ends of the release 
levers are m contact with adjusting screws which are 
threaded into the pressure plate and thus the pull on the 
inner ends or the release levers causes them io rotate 
around the pivot pins forcing the pressure plate forward 
to hold the clutch disc in contact with the flywheel 



Diagram "B", Figure 14, shows the condition when the 
clutch pedal is depressed. The inner ends of the release 
levers have now moved forward and the outer ends rear- 
ward, "C" shaped clips connect the outer ends of the 
release levers, to the underside of the head& of the adjusting 
screws in the pressure plate and thus the rearward move- 
ment of the outer ends, of the levers has pulled the pressure 
plate away from the clutch disc and released the clutch 
disc from the flywheel. 





Figure 12 

Current Prteeure PI Ate Assembly 

(Except Ford WW with Independent P.T.O) 



Figure 13 

Current Pressure Plate A trembly 

(Fard 4000 with Independent P. TO-} 



4/70 



C FORD WOTOR COMPANY LTD., 1970 



PAGE 7 



PART 4 -CLUTCHES 








Clutch Engaged 



Clutch Released 



Figure 14 

Currant Clutch Pressure Plate Assembly and Disc 

(Diagrsmatk) 



t. 


Spring Retami+r 


6 


Release Lever Retainer Clip 


2. 


Release Lever 


7. 


Adjusting Screw 


3, 


Pressure Plat* Spang 


S 


Pressure Plate 


4. 


Angle Linfc 


9. 


Clutch Disc 


5. 


PlVfll Pjft 


10. 


Flywheel 



page a 






CHAPTER 1 



3. ADJUSTMENTS 



The only routine adjustment required is to check and* 
where necessary, adjust the dutch pedal free travel every 
50 operating hours. The exact amount of free travel is 
listed under "SPECIFICATIONS", Chapter 4, and it 
should be noted that it varies in accordance with the 
model concerned and whether a previous or a current 
type clutch is incorporated* Clutch pediJ free travel is 
the amount of movement from the fully released position 
of the pedal to the point where resistance is just felt - 
dimension "X", Figure 15. 

To adjust the pedal free travel, 

1. Remove the split pin, Figure 15, loosen the locknut 

and then remove the clevis pin. 

2. Turn the clevis to increase or decrease the effective 
overall length of the release rod, Increasing the effective 
length will give greater free travel - reducing the Length 
will give less free travel, 

3. Re-connect the clevis to the clutch cross-shaft lever, 
Figure 15, and cheek the pedal free travel, Repeat the 
adjustment as necessary until the correct free travel is 
obtained then tighten the locknut and install a new split 
pin to retain the clevis pin. 




Figure 15 
Clutch Pedal Acquitment 
"X" -Clutch P#dal Fr« Tiavtl 



1. Split Pin 

2. Clevis PJn 

3< Clevis 



*, W* I t-a se Rod 

5. L&eknui 

6, C rose -shaft LovSf 



4. SINGLE CLUTCH REMOVAL AND INSTALLATION 



A. REMOVAL 

L Separate the from axle and engine as an assembly from 
the front transmission. 

2. Remove the bolts securing die clutch pressure plate 
and cover assembly to the flywheel, and remove the 
pressure plate assembly and the clutch disc. Care should 
be taken to slacken the bolts progressively across the 
dutch to avoid distortion of the cover plate. 

B. INSPECTION 

Previous Type Clutch Disc and Pressure Plate 

1. Inspect the clutch disc to make sure that the linings 
are not loose, cracked, worn or oil soaked, and that the 
rivets arc secure. The disc should be discarded and a 
new one installed if there are signs of overheating due to 
clutch slippage or excessive wear, or if the friction faces 
are contaminated with oil. 'Investigate the source of any 



oil or grease on the facings and rectify before installing a 
new disc. Examine the pressure plaie assembly to make 
sure the release levers are free to operate smoothly, and that 
the pressure plate and springs arc not discoloured due to 
overheating. Check the face of the pressure plate for 
cracks, scoring and distortion. 

Current Type Clutch Disc, Pressure Plate and 
Release Lever Assembly, and Flywheel 

I. Inspect the cerametallic buttons of the clutch disc. If 
they are oil saturated, but abnormal wear h not present, 
they should be washed in a suitable solvent and the disc 
may then be reinstalled. It is a characteristic of this type 
of clutch disc for some signs of flaking and grooving of the 
burtons to be apparent immediately it is put Co use< This is 
not detrimental to future operation of the disc providing 
the amount of wear and depth of grooving is not excessive. 
Only where the buttons are worn to within 00 io in. 
(0.25 nun,) of the heads of the rivcis will it be necessary to 
discard the disc and install a new one. Figure 16 illustrates 



4/70 



C FORD MOTOR COMPANY LTD., 1&70 



PAGE ft 






-PART 4-CLUTCHES 








Figure 16 

Clulclt DitC Button - Partially Won> 



Figure 1T 
Clutch Dlic Button - Excesfiivtly Worn and Scored 



a cer I metallic button of a disc which although showing 
signs of wear is si ill suitable lor fun her use. Figure 17 
show* one which has worn to the point where both the 
rivet heads and the sides of the cups containing the cera- 
metallic materia] have contacted the pressure plate, and 
such a disc should not be rc-imiallcd. 



Short heat cracks on the pressure plate and flywheel 
surfaces are of no consequence providing they arc not 
more than I in. (9.5 mm.) in length and do not extend 
to the outside or the mside edges of the pressure plate or 
flywheel. 



It should be noted that it is normal for the buttons of a 
used clutch disc to have a dark blue appearance and a disc 
should not be discarded because of ihis, 

2, Inspect the surfaces of I he pressure plate and flywheel 
for grooving, cracking or distortion. 

Grooving of the pressure plate is not considered to be 
detrimental unless the depth of the groove* exceeds 0.025 
in* (0,64 mm.] in which case the pressure plate and release 
lever assembly should be discarded and a new assembly 
installed. Figure I8 t for example, illustrates a pressure 
plate which although grooved is perfectly suitable for 
further use. 

Similarly, grooving of the flywheel is not considered to be 
detrimental unless the depth of the grooves exceeds 0.025 in. 
(0,64 mm.). Where groove depth exceeds this amount the 
flywheel may be refaced providing thai not more than 
0.080 in. (2*03 mm.) of material is removed. 




Figure If 
Prettur* Plat* - Scorvd but auitifat* for further uie 



PAGE 10 









CHAPTER 1 



C INSTALLATION 

It is important that all new pressure plate and clutch 
assemblies be checked and, if necessary, adjusted prior to 
installation in the tractor. Do not attempt to disassemble, 
assemble or adjust the dutch assembly without using the 
recommended service tools. 

NOTE - If any adjustment W found to he necessary to the 
release levers of a current type pressure plate and cover 
assembly it will be necessary to remove the "C* shaped dips 
linking the release levers to the adjusting screws. Ensure that 
these clips are replaced correctly after adjustment with the 
lower end of each clip around the adjusting screw and seating 
under the head of the screw. 

Where a new pressure pU(£ and cover assembly is drawn 
from slock, the friction face of the pressure plate should be 
wiped with a rag which has been dipped in whi[c spirit 
(Stoddard's solvent). The white spirit removes the pre- 
serving film of lanolin which would contaminate the disc 
facings if not removed. 

Lightly Lubricate the hub splines of the input shaft with a 
silicon grease prior to installing the clu[ch disc. 

I. Position the clutch disc on the flywheel, centralizing 
it with a dutch locator tool, Figure 1 9, - see "SPECIAL 
TOOLS 1 *, Chapter 4, for clutch disc locator tool numbers 
and usage. 

NOTE - Where a previous type clutch disc is being installed 
the side with the l&nger hub protrusion must face the prtssure 
plate, except in the case of a Ford 4000 with Independent 
P*T.Q, when the ride with the longer hub protrusion must 
face the flywheel. 

Where a current cerametallic button type of clutch disc is 
being installed on a Ford 2000, 3000 or 4000 tractor, the side 
with the longer hub protrusion should face towards the fly- 
wheel but on a Ford 5000 the side with the longer hub pro- 
trusion should face towards the pressure plate, 

2. Locate the pressure plate assembly on the flywheel! and 
instill the locating bolts and lock washers. Tighten the 
bolts evenly to the specified torque as listed under 
"SPECIFICATIONS", Chapter 4, then remove the disc 
locator tool. 

NOTE - Where a IS in, {33 cm,} diameter dutch disc, and 
also where a 12 in t (JO J cm,) diameter torsion damped hub 




Hgura It 
Instilling Pre via ut Type Clutch 

1. Clutch Disc Locator Tool 



type of dutch disc* is installed on a Ford 5GQ0 tractor, 
spacers are used between the clutch cover and the flywheel - 
for details see "IMPORTANT CHANGES", Section 2, 

3 + Re-connect the front axle and engine assembly to the 
front transmission. 

4. Check and adjust the clutch pedal free play. The 
amount of free play varies in accordance with the model 
concerned - see "SPECIFICATIONS", Chapter 4. 

5. Check that there is sufficient total travel of the clutch 
pedal to ensure total release of the clutch when the pedal 
is fully depressed. 

NOTE - Where a torswn damped huh type of disc u being 
installed as a replacement for a non-torsion damped type it 
may be necessary to modify the pedal stops on the foot plat- 
form - set "IMPORTANT CHANGES", Section 2. 



5, OVERHAUL OF SINGLE CLUTCH PRESSURE PLATE ASSEMBLIES 



Two clutch pressure plate overhaul and adjustment fixture 
cools have been developed. One of these, Tool Number 
SW12B, is available for all territories except the IXS.A. 
The other is available in the U.S.A. only and consists of 
a basic tool SW510, an adaptor kit SW511, and a spacer 



gauge SW510-5K. 

Overhaul procedures using Tool SW12B are detailed in 
the following sub-sections A I and Bl , while those applicable 
when using tools SW510, SW511 and SW5I0-5K arc 
detailed in su Meet ion A2 and E2. 



</70 



O FORD MOTOR COMPANY LTD,, 1970 



PAGE 11 



PART 4-CLUTCHES 






-: 



■ 



sw.izsm 

SW.128/13 
5V\M2B/11 
SW.12B/6 - 
SW.12B/2 
SW.12B/3 

SW.126/T 

SW.12B/4 

SWI2B/5 

, SWJ2B/1 





5W12B/27 
S W.I 26/25 
SW. 123/24 

SW.12B/8 



SW.12B/15 
SW.12B/14 
SW.12B/ZB 



SW12B/20 



SW.12B/S 






* e* * 



■w»* 



Figurt 20 
Clutch Praiauu f»l*1o Auambly Overhaul and Acquitment Tool Mo. SW12B 



Component Afo» 


Description 


Quantity 


SW12B 1 


Pillar Spacer 


1 


SWI2B2 


Ceturt Spacer 


1 


SVI2B/3 


Centre Spacer 


1 


SWI2B/4 


Centre Spacer 


1 


•SW12B5 


Centre Spacer 


1 


SW12B/6 


Centre Spacer 


1 


5Wl2Bj7 


Centre Spacer 


1 


SW12B8 


Disc Spacers 


4 


•SW12B9 


Rj*eT Spacer 


6 


SW12B 10 


Disc Spacers 


4 


SW12E 13 


Gauge Finger Body 


\ 



Component No. 


Ikscriptwn 


Quantity 


SW12H-I2 


Lockntlt 


1 


5WL2B/13 


Gauge Finger 


1 


SWL2B.J4 


Bridge Spider 


1 


SWI2B/15 


Base Pbte 


1 


SW12B 2C 


Actuator Cam Platform Extension 


•SW12B23 


Bolt - ^ in, Whit, x 5 in. 


6 


SW12B/24 


Bote - jt in* Wkk. x 2 in. 


a 


SW12B/2S 


Bolt - | in. Whit, x 3 in. 


s 


SW12B36 


ft in. Washers 


8 


SW12B27 


j in. Washers 


• 


SW12B/28 


Actuator Assembly 


1 



•For use in double clutch overhaul. 



Al. DISASSEMBLY - Using Tool Number SW12B 
Pn r t»M Typ* Clutche* 

I . Clean the pressure plate and cover assembly thoroughly 
then locate the assembly centrally on the base plate* Figure 
21, with the four clutch disc spacers, SW12B 8 or 
SW12B/10 between the pressure plate and the base of the 



Spacers SW 1 2B-S are for use when handling an 11 in, 
(27.9 cm.) dutch - spacers SW 12B, 10 when handling 12 in. 
(30.5 cm,) and B in, (33 cm,) clutches. 

2 + Secure the assembly to the base plale with the eight 
special tool bolts. Figure 21. Use special bolts SW 128,24 



PAGE 12 






CHAPTER 1 




■ 






Cut*Aw*y Vftw of Previous 12 In 



Figure H 
(M.5 cm.) Clutch on Bate Pitt* ot Tool No. SW12/B 



1. RetoBsa L«var 6. 

2. EyeboH Nut 7. 

3. EyeboM & 

4. Pressure PIbIb 9. 

5. Tool Spacers {SW1 2B/10) >Q. 



Ferrule 

Drive Strip Bolt 

Ptwot Pin 

Spring 

Toor Bolt* (SW12B/25) 



with an 11 in. (27,0 cm.) clutch - bolts SWL2B/25 with 
12 in. (30.5 cm,) and 13 in. {33 on.) dutches. Tighten the 
bolts evenly and diagonally across the dutch, 

3. On 12 in. (30.5 cm.) and 13 in. (33 cm) clutch as- 
semblics, punch the ferrules, Figure 21, clear of the drive 
strap boh heads and remove the bolts, using a socket 
through the holes in the cover. 

On 13 k (33 coil) cover assemblies remove the release 
lever thrust plate and retaining springs Figure 1 L 

4> Unscrew and remove the four nuts, Figure 21, which 
are staked to tbe release lever eyebolts. 

5. Gradually slacken off the bolts retaining the pressure 
plate cover to the base plate of the tool until all spring 
pressure is released, then remove the bolts and the pressure 
plate cover. 

NOTE - The halts must be slackened evenly and diagonally 
across the clutch to prevent distortion of the cover, 

6. Remove the coil springs from their locations on the 
pressure plate, Figure 21. 

7. Hold the inner ends of the release levers, Figure 22, 
upwards against the eyebolts and move the struts until the 
eyebolts and release levers can he removed from the 
pressure plate. 



6, Withdraw the eyebolts from the release levers and 
remove the pivot pin*, Figure 21. 

Current Type Clutches; 

1, Locate the pressure plate and cover assembly on the 
base plate of the tool and secure with six bolts SW12B/24. 
Disc spacers ate not reqmrcii between the pressure plate 
and the base plate of the tool during disassembly. 

2* Remove the "C" shaped retaining clips, Figure 24> 
from the release levers using a screwdriver to press down 
the lower slotted end of each clip and thin nose pliers to 
pull it free from its Location under the head of the release 
lever adjusting screw. Discard and renew on assembly. 

3. Slacken the adjusting screw locknuts, Figure 24, and 
screw the adjusting screws into the pressure plate to allow 
the release levers greater movement, 

4. Install actuator assembly SWI2B/2S by screwing it 
into the bridge spider of the base plate until depressing the 
actuator icver fully produces u gap of 0-25 in, (6-4 mm.) 
between the corner of the spring retainer and the cover, 
see Figure 23, 

CAUTION — The cam of the actuator lever must go * l over- 
centre*** Failure to observe thii precaution could result in the 
lever being tripped upwards; mth considerable f&rce. 



4/70 



FORD MOTOR COMPANY LTD., 1970 



PAGE 13 



PART 4-CLUTCHES 




Figure 22 
Removing Release Lever - Previous Clutch 
t, Eyebolr 3. Strut 

2, Pressure Plate 4 Release Uv*r 




Figure 23 
Removing Angle- Link - Current Clutch 

1. Actuator Com 3, Angle Link 

2. Spring Retainer 







1. Spring Rtfiintr 

2, Spring 

3- Release L*v*r 



Figure SM 
Presiuri Pl*li Aitehibly Cdmpanerita (Current Type) 
*. Locking Nut 7 Wishar 

5. Relet* t L#**f Retime* Clip B. Addling Screw 

S Angle Unki 9. Pressure Plett 



10. Pr«*ur# Mite Cover 



PAGE H 



CHAPTER 1 



5* Push the angle links. Figure 23, from their location in 
the spring retainer It may be necessary to release the 
actuator and screw it further into, or out of, the base 
plate spider in order to obtain the position which will 
completely free the angle links from the spring retainer. 

6. Move the actuator lever upwards to its free position 
and remove it from the base of the tool, 

7* Remove the spring retainer* Figure 24, the coii springs 
and the angle links. 

S. Remove the adjusting screws, locknuts and washers, 
Figure 24, then separate The cover and release lever 
assembly from the pressure plate by removing the cover to 
tool base plate retaining boJts. 

NOTE - Do not remove the release lever pivot pins and [he 
release levers frQm the pressure plate cover. Absolute 
accuracy is necessary taken instating these pins % and for this 
reason the pins, levers and cover are supplied for service as 
an assembly. 



BL ASSEMBLY— Using Tool Number SW12B 
Previous Type Clutches 

After overhaul the following parts should be lightly 
coated with silicon grease prior to re-assembly: — The 
plain end of the eyebolts, the eyebolt nut seats in the cover, 
the overall length of the release lever pivot pins, the 
contact edges of the release lever struts, the drive lug 
sides of the pressure plate of 11 in. (27.9 cm,) clutches, 
and the tips of the release levers where a release lever 
thrust plate is installed. 

J. Position the pivot pins in the eyebolts and pass the 
threaded ends of the cyebolts through the release levers. 

2. Place the struts in position under the lugs on the 
pressure plate end* holding the inner ends of the release 
levers towards the eyebolts, place the plain ends of the 
eyebolts in their locations in the pressure plate, 

3. Position the coil springs on the bosses of the pressure 
plate. 

4. Place the cover over the pressure plate making sure 
that the anti-rattle springs are correctly engaged in the 
cover and located over the release levers, Figure 21. 



pressure plate assembly on the spacers $o that the holes in 
the cover line up with the appropriate holes in the base 

plate of the tool, 

6. Install the eight special tool bolts, Figure 21, and 
tighten them down evenly until the cover meets the base 
plate. Use special bolts SWJ2B/25 with 12 in. (30.5 cm.) 
and 13 in. (33 cm.) clutches - use bolts SW12B 24 with an 
1 1 in. (27.9 cm.) clutch, 

7* Install new nuts onto the cyebolls. Screw each nut 
down until it is level with the top of the thread of the 
eyebolt. 

8. On 12 m. (30.5 cm.) and 13 in, (33 cm,) assemblies, 
place new locking ferrules and drive bolts, Figure 21, into 
the drive straps and tighten to the specified torque (see 
"SPECIFICATIONS", Chapter 4) making sure that the 
ferrules are correctly located in the straps and pressure 
plate. Punch the ferrules over against the bolt heads to 
lock them in position. 

9, Locate the actuator cam platform extension > S W 1 2 E/20 , 
on the threaded pillar of the actuator with the flange of the 
extension facing downwards. Strew the actuator into the 
spider, 5W12B.-14, of the tool base until the flange of the 
extension contacts the clutch release levers, Figure 25. 




5. Position four of the appropriate disc spacers, Figure 21, 
on the base plate of the tool, one opposite each pair of 
mounting bolt holes. Use disc spacers SW12B/S with an 
11 in. (27 J cm.) clutch and SW12B/10 with 12 in. 
(30.5 cm.) and 1 3 in, (33 cm.) clutches. Place the cover and 



Figure 25 
Settling Previous Type Clutch Mecfianltm 

1. Atiuator 

2. Actjalor Can Platform Extension 

3. Special Fixing Baits 



4/70 



© FORQ MOTOR COMPANY LTD., 1970 



PAGE 15 



PART 4 -CLUTCHES 



Operate the handle of the actuator to depress the clutch 
re tease levers and rcpear several times to settle the clutch 

mechanism. Remove the actuator and extension. 

10. Locate the pillar spacer^ SW12B/1* in the bridge 
spider, SW12B/14, of the tod base and position the 
appropriate centre spacer over the pillar 

Figure 26 shows the spacer 5W12B/4 which is used when 

adjusting a J 2 in, (50.5 cm.) clutch. Different centre 
spacers arc used with other clutches as indicated below. 



Type of Clutch 



Tool Centre 
Spucez To b& used 



11 in. (27.9 cm,)- 

Ford 4000 with Ind. F.T.O. . . SW 12B 2 

11 in, (27.9 cm,) - 

except Ford 4000 with IndL P,T,0. SWI2B3 

12 in. (30,5 cm.) - 

Ford 5000 standard • . -. . . S W i 2B/4 

13 in> (310 cm,)- 

Ford 5000 heavy duty . . . . S W 12B.-6 



Place the gauge finger body, 5W12B II, over the pillar and 
install the gauge finger SW12B/I3 3 with ground side of 
ringer facing down wards. Secure with tool locknut 
SW12B/12 as shown in Figure 26. 



1 1 ■ Rotate the finger over each release lever in turn and 
where necessary adjust the eycbolt nut until each release 
lever just touches the gauge finger. Remove the centre 
pillar spacer and finger gauge assembly. 

12. Lock the eyebolt nuts of the clutch by staking the 
cylindrical portion of the nut into the slot in the eyebolt. 

13. On the 13 in. (33 cm.) dutch install the release lever 
thrust plate and retaining springs. 

14. Remove the cover to base plate retaining bolts and 
lift the pressure plate and cover assembly from rhe base 
plate. The pressure plate and cover assembly is now 
ready for installing in the engine. 



Current Type Clutches 

1. After overhaul rhe following parts should be lightly 
coated with silicon grease prior to rc-assembly: 

All contact points between the angle links and the spring 
retainer and between the angle links and the release levers. 
The sides of the pressure plate driving lugs* 
The release lever pivot pins- 

2. Locate the pressure plate cover and release lever 
assembly over the pressure plate. Assemble the adi Listing 
screw locknut to each adjusting screw and thread it up to 
the reduced section of the screw. 



I ^SW12B1 



SW12B12 



SW12B.13 
;W12&11 , 
.SW12B.4 




FlQUf* 2§ 
Adjusting Pre vl out Clutch Pressure Plate Release Levari 

1. fyebrsil NltI 2. R*leaM Lever 



PAGE 16 









CHAPTER 1 







Place the appropriate washer on each screw and install the 
screws through the cover and into the pressure plate. 
Figure 27. Each adjusting screw must be fully screwed 
into the pressure plate to ensure adequate movement of 
the release levers during vubsequent installation of the 
angle links. 

3. Place (he cover and pressure plate Assembly on the 
base plate of too] SW12B. Install the special bolts, 
SW L2B 24, to secure the cover to the base plate of the tool, 
but do not tighten at this stage, 

4. Install the angle 1 1 nits, Figure 27* in the release levers, 

5. Place the clutch coil springs in the cover and locate the 
spring retainer on the upper ends of the springs, Figure 27. 

6. Install the actuator, SW12B 28, by screwing it into 
the bridge of the tool base, then pull the actuator lever 
down to compress the springs* 



Figure 27 
Current Clutch Prannir* Plat* C*mpart*nti 



1, Locking I 

2, Washer 

3, Adjusting Screw 

4, Pressure Plal* 

5, Caver 



6. Release Lever 

7. Angle Link 

B. CoiT Spring 

9. Retainer 



7, Lift the outer end of each angle link and locate it in the 
spring retainer. 

Gradually release the actuator at the same time making 
sure that the angle links do not slip from their locations in 
the spring retainer. Remove the actuator. 

8, Slacken the special tool bolts, SWI2B24, lift the 
clutch assembly and insert four disc spacers, SW 126/8, 



SW12B/2 
SW12B/7 



SW12B/1 



SW12B/13 




SW12B/8 



SW12B/24 



Figure 2ft 
Adjuftlng the Reieat* Lever Height - Current Clutch 



1. Relent* Lever 

2. Release Lever Retainer Clip 



& Adjusting Screw 
4. Pressure Plate 






4170 



6 FORD MOTOR COMPANY LTD, 1*70 



PAGE 17 



PART 4-CLUTCHES 



between the pressure plate and the base of the too!, Figure 
25. Fully tighten the cover to base plate securing belts 
SWL2B24, 

9. Install the pillar spacer SW12B 1, centre spacer 
SWI2B.7, gauge finger body SW12B II, gauge finger 
SW12B 13 and loeknut SW12B 12. The ground side of 
the gauge finger must point downwards. 

I0v Move the gauge finger over the inner end of each 
release lever, Figure 29, and id just the height of each 
release lever so thai it iu«n touches the gauge finger. As 
the adjusting screws, Figure 28, were screwed fully into 
the pressure plate during initial assembly, it will now be 
necessary to screw them back in order to bring the release 
levers up to the gauge finger. 



\2. DISASSEMBLY— Using Universal Clutch Fix- 
ture SW5HI, Adaptor Kit SW311 and Gauge Spacer 
SWM0-5K 

Universal Clutch Fixture Tool SW5UJ contains all the 
necessary components to disassemble, assemble and adjust 
previous rypc single clutches and at I double clutches. 
NOTli - An additional toot Adapter Kit $W5It and Spacer 
Gwgc SWSW-SKore omifobUJor use with the SW5W tool 
tuften overhauling current type chtreius. 



Previous Type Clutches 

Listed belou and illustrated in Figure 29 are those com- 
ponent parts of Universal Clutch Fixture Tool SW510 
which are used when overhauling previous type single 
clutches. 



11. After adjustment tighten the adjusting screw lock- 
nuts and recheck the height of the release levers then 
remove the gauge finger and pillar spacer assembly from 
the tooL 

12. Install one of the "C" shaped release lever retainer 
clips over the outer end of each release lever and at the 
same time push the slotted end of the clip down and move 
it inward to locate around the adjusting screw. Ensure that 
the clip seats correctly on the underside of the screw head, 
Figure 28. 

13. Remove the coves to base plate securing holts and 
lift the pressure plate and cover assembly from the base 
plate. 



SW 310— 50 



SW 510-5C 



SW 510—62 



[SW 510-69 



SW 31 0-5 A 





ISW 510—601 



SW StO-3 



5w 510-T3] 



Tool No. SW510 Ufiivtrul Clutch Flxtw* 
(Slngla Clutch Application) 



Component No. Description 



Quantity 



SW510-60 


Ease Fixture 


1 


SW5IO-6S 


Plate- Adapter 


1 


SW510-3 


Bridge-Spring Compressor 


1 


SW5 10-62 


Spindle-Fixture 


1 


(DSW510-5D 


Spacer-Gauge 


1 


(2) SW510-5C 


Spacer-Gauge 


I 


(3JSW510-5B 


Spacer-Gauge 


1 


(4) SW51D-5A 


Spacer-Gauge 


1 


5W510-2 


Gauge- Release Lever 


1 


SW514M3 


Washer-Amplcx Thrust 


1 


SW51Q-9 


Nut-Spindle 


1 


(5) SW510-67D 


Spacer-Shim 


8 


SW5 10-65 


Nut-Jam (Not Shown) 


1 


SW510-66 


Washcr-(Not Shown) 


1 



{ I , Used when adjusting the 12 in. (30.5 cm.) clutch. 

(2) Used when adjusting the 13 in, (33,0 cm,) clutch, 

(3) Used when adjusting the 1 1 in, (27.9 cm.) clutch. 

(4) Used when adjusting the 11 in, (27.9 cm.) indepen- 
dent P.T.O. clutch. 

(5) Used when adiusimg the 12 in. (30.5 cm.) and 13 in. 
(33.0 cm.) clutch. 



1 + Insert the serrated end of the Fixture Spindle, Tool 
No. SW5 10-62, Figure 29, into the hub of the Fixture 
Base* Tool No, SW 5 10-60, Position the fixture base on 
edge and install the Washer, Tool No. SW5KM56 (not 
shown) and Jam Nut, Tool No. SWS10-65 (not shown) on 
the end of the spindle that protrudes from the bottom of 
the base. Tighten the nut until the spindle bottoms in the 
hub. 



PAGE 18 









CHAPTER 1 



2. Bolt the assembled Fixture Base, Tool No. SW5 10-60, 
Figure 29, to a work bench. 

IMPORTANT - It is essential that tht maunting area be 
level and the mounting bolts be torqued equally to eliminate 
the possibility t)f tearping the fixture* It is also essential that 
the mating surfaces on the fixture base^ and fixture com- 
ponents, be kept clean. 

3. Thoroughly dean the mating surfaces on the clutch 
pressure plate and cover assembly in addition to cleaning 
the fixture base. 

4. Place the assembled clutch pressure plate and cover 
assembly on the fixture base. Install the adapter plate,, the 
bridge, the thrust washer, and the spindle nut as shown in 
Figure 30> Relieve the spring itnsion on the release levers 
by tightening the spindle nut until the clutch cover is 
drawn to the fixture base. During disassembly it will not 
be necessary to install the dutch cover-to-flywheel bolts, 
although they are shown installed. To prevent distorting 
the top of the clutch cover, do not overtighten the spindle 
nut 

NOTE - The step an the base &f the fixture substitutes for 
the clutch disc assembly^ therefore the disc is not required 
when using the Universal Clutch Fixture. 




Figure 30 

Servicing) a Prevlout 11 In, (27+1 cm.} Clutch 

tiling Fixture Tool N*. SW510 



1. Spindle Nut 7, 

2. Thrust Wither S. 
Bndgo 0. 
Adiplor Pin* 10h 
P tenure Plat* Lug 11. 
Cover to Ftywhett Baits 



3. 
4. 
5. 
ft. 



Future Bass 

Identification Marfce 

Cover 

Spring Cupe 

ReJwse Levtr Eytbott Nut 




Figure 11 
Adjuillng ReleeA* Levers on e 13 In, (33.0 cm.) Clutch 
Using Tool No. SW51Q 



1. Anti-rattle Spring 

t. Release Lever Eyebult Nut 

y. Identification Marfcs 

+. Shim Spacer ■ 



5. Drive Strep Locking 
Ferrule Bolt 

I". Retaining Spring 
7. Release L&var Plate 

6. Release Lever Gauge 



5. Remove the four release lever cytbok nuts, Figure 30, 
after first "cleaning' 1, the staked portion of the nuts from 
the slot in each eyebolt. Failure to "clean" the slots may 
result in it ripped threads. On tht 12 in. (30.5 em.) and 
13 in. (33 cm.) dutch, it will he necessary to remove the 
drive strap locking ferrule bolts, shown in Figure 31, in 
addition to removing the eyebolt nuts. Remove the locking 
ferrule bolts before removing the eyebolt nuts. 

NOTE - It is suggested that the dutch cavtr t the clutch 
pressure plate, and the release levers be marked for identifica- 
tion purposes before the clutch is taken apart. Doing this will 
enable the parts to he re-installed in their original position 
and wilt maintain the balance bmtt into the clutch. 

6 + Separate the dutch cover from the pressure plate by 
removing the spindle nut* the thrust washer, the bridge, 
and the adapter plate, Figure 30, 

7, Remove the clutch pressure release springs from the 
pressure plate, then remove the release lever struts, the 
eyebolts, and the release levers by applying pressure to 
the levers and eyeholes as shown in Figure 22. Remove the 
eyebolts from the levers, and the pivot pins from the 
eye bolts. 



PRINTED IN U.K. 4/70 



C FORD MOTOR COMPANY LTD.. 1970 



PAGE 1» 



^— 



PART 4-CLUTCHES 



Current Type Clutches 

Listed below iod illustrated in Figure 32 ire the com- 
ponents of Adapter Kit SW51 1, Gauge Spacer SW510-5K 
and the detail parts, of Universal Clutch Fixture SW510 
which are used to overhaul the current type single 
clutches, 



Component No. 



Deicripiicn 



Quantity 



SW514-M 

SW5 10-62 
SW5 10-65 
SW510^o6 
SW510-2 
SW510-3 
SW510-9 
SW510-1* 
SWS10-SK 
SW5U 
SW51G-69 
SW510-70 
SW510-71 
SW510-72 



Fixture Base 1 

Fixture Spindle 1 

Spindle Jam Nut (not shown) I 

Spindle Washer (not shown) i 

Release Lever Gauge 1 

Spring Compressor Bridge 1 

Spindle Hut I 

Thrust Wisher 1 

Gauge Spacer 0.500 in. 1 
Clutch Adapter Kit (consists of) 

Spacer Clamp 3 

Clamp Bolts 5 

Heavy Nut - ] in. x 16 $ 

£ in. S.AX. Washer 6 



1. Insert the serrated end of the Fixture Spindle, 
SW5 10-62, Figure 32, into the hub of the Fixture Base, 
SW5 10-60. Place the fixture base on edge and install the 
Washer, SW5 10-66 (not shown) and the Jam Hut, 
SW5 10-65 (not shown) on the end of (he spindle pro- 
truding from the bottom of the fixture base. Tighten the 
nut until the spindle bottoms firmly in the hub, 

2, Thoroughly clean the mating surfaces on the dutch 
pressure plate and cover assembly, in addition to cleaning 
the fixture base. 



SW5*>tt^ i-SWSO 70 




SW5B-JJ 



SWSKK72 




ADAPTER 

Krr svvsi 



SW5M 
SWSiO-62 



Figure 32 
Universal CMch Fifctuf*. SWSM, and Adaptor Ki| T SW511 

7. Slacken the adjusting screw lockouts and screw the 
adjusting screws into the pressure plate to allow the release 
levers greater movement. 

8* Tighten (he spindle nut to compress the springs until 
a gap of approximately 4 in. (6 mm.) is produced between 
the corner of the spring retainer and the cover, see Figure 34, 
w hen the Jinks may be disengaged from the spring retainer. 



9. Be certain that all three release lever links are dis- 
engaged, then carefully loosen the spindle nut and remove 
the spring compressor bridge, Remove the spring retainer. 

10. Remove the six pressure springs and the three release 
lever link*., Figure 36. 

1 1. Separate the cover assembly from the pressure plate 
by removing the three adjuster screws, locknuts, and 

flat washers. 



3. Install the three Bolts, SW5 10-70, with three Washers, 
SW5 10-72, through the bottom of the fixture base and 
position the Spacer Clamps, SW5 10-69, with the flat side 
downward, as shown in Figure 33. 

4. Place the assembled clutch pressure plate and cover 
assembly on the fixture and center the assembly on the 
three Spacer dmaps, SW5 10-69. 

5. Remove the three "C" shaped release lever retainer 
clips using two screwdrivers as shown in Figure 35. 
Discard and renew on assembly, 

6. Install the Spring Compressor Bridge, SW510-3, 
Washer, SW510-B, and the Spindle Nut, SW510-9, as 
shown in Figure 34. 



B2. ASSEMBLY 
Previous Type Clutches 

The following pans should be lightly coated with a silicon 
grease prior to reassembly: — the plain end of the eyeholes, 
ihe eyeboit nut scats in the cover, the overall length of the 
release lever pivot pins, the contact edges of the release 
lever struts, the drive lug sides of the pressure plate of 
11 in. (21 & cm.) clutches and the release lever tips when 
release lever thrust plate is installed. 

1. Insert the pivot pins In the eycbolis, then insert the 
threaded end of the eyebohs up through the release levers. 

2. Place the release levers, eyebolts, arid struts in position 
under the pressure plate lugs as shown in Figure 22. Apply 



PAGE 20 



-CHAPTER 1 



SWSI0-69 







swao-* 
swao-3 



SW5KH3 



-SWSIO-70 



■SW5I0-72 




Figure 33 
Spacer Clamp* Positioned for Current Clutch Diaaatembly 

and AuembJy 



Figur* 34 
Removing Spring Retainer 

1, "Notches" 

2, ffaleefe Lever Links 

3, Spring Retainer 





Figure 35 
Removing Release Lever Retainer CNpi 

1. Clip 



Figure 3f 
Pressure Spring* and Release Lever Links 

1- Pressure Springs 5. Lachnut 

2. Cover Assembly fi. Flat Washer 

3. Pressure Plate 7. Release Lever Link 

4. Adjuster Screw 



4/7(1 



© FORD MOTOR COMPANY LTD,. 1970 



PAGE *1 



PART 4-CLUTCHES 



pressure to the levers And eyebolts as shown, then slip the 
struts into place. 



3. Place the assembled clutch pressure plait on the 
Fixture Base, Tool No. SW5 10-60, then position the 
clutch pressure release springs on the bosses of the plate. 
Position the dutch covet aver the eyebolts and springs so 
the eyebolts pass through the holes in the cover and so 
ihe springs are seated in the "cups" of the cover, Figure 30. 
Check the anti -rattle springs, Figure 31 3 to see that they 
are seated against the release levers. 



Component Na. 



SW510-5A 

0.200 in, (5. 1 mm*} 
SW510-5B 

0.255 in. {&5 mm,} 

0.467 m. (1L9 ium,) 
SW510-5D 
0.550 in, (14,0 mm.) 



Clutch Application 



1 1 in. (27,5 cm,) Independent 
P.T.O. Clutch 

11 in. (27,9 em.) Clutch 
13 m.(33X> cm,) Clutch 

12 in* (3<L5 cm,) Clutch 



4. Rotate the assembly on the fixture base until the bolt 
holes in the clutch cover arc in line with the mating holes 
in the fixture base, then drop the clutch cover-to-tlywheel 
bolts, Figure 30, into place. The bo! is are to be used as 
guides during this stage of assembly and need not be 
tightened, On the 12 in, (30.5 cm.) and 13 in. (33 on.) 
clutches j it will be necessary to install one Shim Spacer* 
Tool No. SW5I0-67D under the clutch cover at the 
location of each clutch cover-to-flywheel bolt, as shown in 
Figure JI, before dropping the bolts into place. The drive 
strap locking ferrules as well as the ferrule bolts should 
also be installed, but not tightened. 



6\ Install the release lever eyebolt nuts, Figure 37. Raise 
(he release levers by adjusting each eyebolt nut until a 
slight drag can be felt when the "foot" of the release lever 
gauge is rotated across the levers. Apply light pressure to 
the gauge to obtain an equal "feel" on each lever. When 
adjusting the 13 in, (33 cm.) clutch, be sure that the release 
lever plate, Figure 31, is attached to the release levers as 
shown. The "feel" on this clutch should be the same all 
the way around the release lever plate, 

9. After the levers are adjusted, stake the cylindrical 
portion of each eyebolt nut into the sbt of each eyebolt, 
Recheck the "feel" after staking, and if necessary, readjust 
the nuts until the "feel" is the same on each lever. 



5. Install the adapter plate, the bridge, the thrust washer, 
and the spindle nut, as shown in Figure 30. Slowly draw 
the clutch cover down over the pressure plate by tightening 
the spindle nut until the cover contacts the fixture base. 
Exercise care to present the lugs on the pressure plate, 
Figure H>, from catching on the cover. To prevent dis- 
torting the top of the dutch cover, do not overtighten the 
spindle nut. 



6* After the clutch cover has made contact with the 
fixture base, complete the installation of the clutch eovcr- 
to-flywheci bolts, figure 30, by lorquing the bolts equally 
in a diagonally staggered manner. On the 12 in, (30,5 cm.) 
and 13 in. (33 cm.) clutches, torque the drive strap locking 
ferrule bolts. Figure 31, in the same manner. See 
Specifications Section, Chapter 4, for torque values. 




7, After torqumg the bolts, remove the spindle nut, the 
thrust washer, and ihe bridge, Figure 30. Install the 
applicable gauge spacer (see following listing) and the 
release lever gauge as shown m Figure 37. Install the 
gauge spacer so the identifying number is "up". 



figure ST 

Adjusting Rereai* Levers an an 11 in (27 9 tm.) Clutch 

Using Tool No. SW510 

1. Release Levtr Eyebolt Nut A. Gaufl* Spacer 

2. CJulch Cover to Flywheel Bolls 5. Release U**r Gauge 

3. IdenUfical'Cn Marks 



PAS£ » 









CHAPTER 1 



swsio-a 







-5W5IQ-72 ^SWSIOTO 



5W5I0-60 



figurQ 3ft 

Centering Clutch Astvmbty On Fixture Base 

1. Spring Relainer 



10. Remove the release lever gauge and the gauge spacer, 
Figure 37. Re-install the adapter plate, bridge, ihrusi 
washer* and the spindle ntir as shown in Figure 30. 
Tighten the spindle nut fingcrtight, then remove the 
dutch covcr-to-fly wheel bolts, After removing the bolts, 
remove the clutch from the fixture by removing the 
spindle nut, the thrust washer, the bridge, and the adapter 
ptate flue ctnttli ss nou rarity fia Emttlbtiia to the 
flywheel 



Current Type Clutches 

Before assembly the following parts should be lightly 
coated with si hen n grease - 

All contact points between the angle links and the spring 
retainer and between the angle links and the release levers. 

The sides of the pressure plate driving lugs. 

The release lever pivot pins. 



L Install the three Bolts, SW5IQ-70, with Washer 
SW5 10-72, through the bottom of the Fixture Base, 
SW5 10-60, and posmon the Spacer Clamps, SW5IO-60* 
with the flat side downward as shown in Figure 33, 

2. Place the pressure plate on the fixture base and secure 
he cover assembly to the pressure plate with the three 
adjusting screws, flat washers, and lot hints, Figure 36, 
Tighten the tocknuis fingeriiglu. 



4 X()TI: When attaching the cover assembly to the pressure 
plate be certain thai the square basset on the plate engage 
with the three square hates in the caver assembly. 

3* Position the three release lever links on the release 
levers as shown in Figure 36, and install the six pressure 
springs. 

4* Position the spring retainer on the pressure springs 
being sure the spring* are centered in the spring seats, 
Figure 34. 

5, Install the Spring Compressor Bridge, SW510-3, 
Washer SW 510- 13 s and the Spindle Nut, SW51G-9. 
Tighten the spindle nut, compressing the pressure springs 
until ihe release lever links may be engaged in the notches 
of the spring retainer. 

NOTE - When compretsing ihe springs, make certain that the 
spring retainer does not bind an the caver assembly. Clearance 
must be maintained between the plate and the cover at all 
sides. 

6* Making sure the release lever links remain engaged, 

loosen the spindle nut io release the tension of the pressure 

spring?. 

CAUTION - Extreme care must be exercised la assure thai 

the release lever links are engaged with the spring retainer 

prior to loosening the spindle nut* 

7. Lift the pressure plate and cover assembly from the 
fixture and remove the nuts SW5 10-71, washer SW5 10-72 
and spacer clamps SW5 10-69. Leave the bolls SW51Q-70 
in position in the fixture base. 



SW 510-1 



SW 510*71 



SWSIO-9 



5W5KH3 




SW5I0-72 



SWSJO-69 






Figure 39 
Securing Clutch AtMfflbly to Fixture But 



4/70 



FORD MOTOR COMPANY LTD,. 1970 



PAGE 23 



PART 4-CLUTCHES 



SWSIO-2 




SW5I0-5K 



Figur*40 
Cheeking Release Lever Height 

1. Release Le^ar 



S. Lower (he pressure place and caver assembly onto the 
uxture, and using Rclc^c Lever Gauge 5W510-2 as shown 
in Figure 3fl, center the assembly on the fixture by rotating 
the gauge completely around the inside of the spring 
retainer. After the clutch is centered on the fixture base 
remove the release lever gauge. 

9. Instill the Spring Compressor Bridge, SW510-3, 
Washer, SW510-13, and the Spindle Nut, SW5I0-9, as 
Shown in Figure 39. 



SW 510-2 




10. Compress the clutch mechanism by tightening the 
spindle nut until the clutch cover contacts the fixture base* 
then install l he three Spacer Clamps, SWS 10-69, Washers, 
SW510-72, and Nuts, SW5t0^7E, as shewn in Figure 39. 
Tighten the nuts securely. Remove the spindle nut, 
washer* and spring compressor bridge. 

LI, Place the Gauge Spacer, $W5j<K5i\ p on the spindle 
and install the Release Lever Gauge, SW5ID-2, as shown 
in Figure 40. Check the height of each of the three release 
levers by rotating the Release Lever Gauge, SW510-2, 
over each lever. A slight di ag should be felt when the foot 
of the gauge is rotated across each release lever end. 

12. Where a release lever requires adjustment loosen the 
locknut as shown in Figure 41, and raise or lower the 
release lever by turning the adjuster screw, while rotating 
the Release Lever Gauge, SW5lG^2, across the release 
lever end. Reijghten the adjuster locknut, 

13. Depress each release lever several times, then recheck 
the settings and readjust iT necessary. 

14. Install the release lever retainer clip using long-nose 
pliers, as shown m Figure 42. Make certain thai each 
retainer clip is fully seated on the adjuster screw. 

15. Install the spring compressor bridge , washer, and 
spindle nut, as shown in Figure 39, and fully compress the 
clutch mechanism. 

16. Remove the three nuts, washers, and spacer clamps, 
then remove the spindle nut and spring compressor gauge, 
and remove the clutch assembly from the fixture base, 




l. 



Figure 41 
Adjusting Release Lever Height 
Adjuster Screw 1, Locknut 



Fiqure 42 
Installing Ret* ate Lever Retainer Clips 
1, Reloaie Lever Retainer Clip 2. Adjuster Screw 



PAGE 24 



Part 4 

CLUTCHES 

Chapter 2 
DOUBLE CLUTCHES 



Section 
1, 
2. 
3. 
4. 
5. 



Description and Operation 

Important Changes 

Adjustments 

Double Clutch Removal and Installation 

Overhaul Double Clutch Assembly 



Page 
25 
28 
29 
30 
32 



1. DESCRIPTION AND OPERATION 



A. DESCRIPTION 

A feature of the double clutch, which is available as an 
option in Ford 2000 tractors with 6-speed transmission 
and in Ford 2000 and 3000 tractors with 7- speed and 
S-speed transmissions, is that it provides Live P.T.O, 
operation, thus permitting the drive to be disconnected 
from the main transmission for gear changing purposes t 
without stopping the drive io the P.T.O. 

As supplied for service, the double clutch assembly is 
comprised of one fixed and two movable pressure plates^ 
a PT-O. clutch disc, two sets of coil springs, three release 
levers* and three sets of linkage connecting the release 
levers to the pressure plate, all of which are enclosed in 
one cover. A transmission clutch disc is supplied separately 
for service and is installed between the double clutch 
assembly and the engine flywheel. 

The transmission clutch disc, which has a diameter of 1 1 in. 
(27,9 cm.), transmits the drive from the engine to the 
transmission input shaft while the P.T.O. clutch disc* 
which has a diameter of 8.5 in. (21.6 cm.), transmits the 
drive to the P.T.O. input shaft. 

Figure 43 illustrates the component parts of the double 
clutch together with the current type transmission clutch 
disc, and Figure 44 shows the installation on the engine 
flywheel. 

The double clutch is attached to a recessed flywheel. 
Figure 44, by sue dowel bolts and lock- washers. These 



bolts pass through both the cover and the intermediate 
pressure plate. Torque is transmitted to the transmission 
clutch pressure plate by three lugs on the plate which 
engage in slots in the intermediate pressure plate. Torque 
is transmitted to the P.T.O, clutch pressure plate by three 
lugs which engage in slots in the pressed steel cover, 



Three release levers pivot on knife-edged fulcrum 
brackets which are attached to the pressed steel cover by 
rivetSj one of which is extended upwards to act as a 
position post for the release levers. The release levers 
actuate the transmission pressure plate through struts and 
pairs of links which are attached by pins to the drive lugs 
of the transmission pressure plate. 

The PT-O, pressure plate connecting link? arc located 
between the transmission plate links and are attached to 
the P.T.O. pressure plate by pins which pass through 
slotted holes in the transmission plate links. The release 
lever struts bear on adjustable, socket-headed (Allen) 
screws in the tops of the P.T.O. pressure plate links. 



Hardened spherical- headed screws, located at the inner 
ends of the release levers, provide adjustment for the levers. 
Adjusting the socket- headed (Allen) screws alters the gap 
between their hardened ends and the release lever struts. 
This gap determines how far the release levers travel before 
they actuate the P.T.O. clutch pressure plate. 



4/70 



r FORD MOTOR COMPANY LTD.. 1970 



PAGE 25 



— PART 4-CLUTCHES- 




Figure 43 
Double Clutch Component* and T>*ncrnltllvn Clutch Diec 



1. 


Transmission Oulch Disc 


B. 


Clip 


14, 


Transmission Preiiure Plata Connecting 


2, 


Transmission Pressure Plata 


Bl 


Shims 




Pin and Links 


3 


Inter mediate Pre am re Plata 


10. 


Collar Pin 


\S. 


Socket Head Adjusting Screw 


i, 


Cover 


11, 


Release Lever 


IS. 


P.T.O. Clutch Djic and Pratiure 


5. 


Snap Ring 


12. 


Strut 




Plate 


«. 


Spacer 


13. 


P.T.O, Freisure Plate Con nee ling 






7, 


Cottar Pin 




Pin and Link 







PAGE W 



CHAPTER 2 




- 



1. Cover 

2. Transmission Clutch Spring 

3. P.T.O, Clutch Disc 
4> t P<T.O. Clutch Sprtrvo 

5. P.T.O. Pressure Plats 

6. Release Lever Adjusting Screw 
7- Position Pasl 



Figure U 
Double Clutch I nt tall at! on 

8. Release Lever 15. 

0, Seeker-Headed Adjusting Screw 16. 

10. SI rut IX 

11. FuJc turn Bracket 18 

12. P,T,0. Pressure piste Unk ig, 

13. P.T.O. Pressor* Plate Link Pin 

14. Transmission Preuure Plate Link Pro 



Transmission Pressure Plato Link 
Intermediate Pressure Plate 
Transmission Pressure Plata 
Transmission Clutch Disc 
Flywheel 



B. OPERATION 

When both clutches are engaged, Figure 45 (view "A"), 
the drive from the engine is transmitted to both the trans- 
mission input shaft and the P.T.O. input shaft. By 
depressing the dutch pedal through approximately half its 
total travel the transmission clutch pressure plate is with- 
drawn, Figure 45 (view "B")* This releases the trans- 
mission clutch disc from the flywheel jmd disconnects the 
drive to the transmission. The P.T.O, clutch will still be 
engaged thus niamtainmg the drive to the P.T.O. while 
transmission gear changes we being made. 

By depressing the dutch pedal through the remainder of 
its travel* the P.T.O. pressure plate is also withdrawn, 
Figure 45 (view "C"), releasing both the transmission 
disc and the P.T.O. disc and disconneoing the drive to the 
transmission and P.T.O. 



NOTE - The davit between the dutch operating rod and the 
dutch cross-shaft lever of current production tractors has only 
one pair of hales for the connecting pin. On earlier tractors 
the clevis had two pairs of ho!ts f and for normal operation 
requiring movement of the tractor and operation of the 
P.T.O. t the connecting pin is inserted through the rear holes 
in the detris, Where, however f the P. 710. is not required for 
the field operation being undertaken^ the connection is made 
through the front holes in the clevis thus limiting the total 
amount of pedal travel so that only the transmission clutch is 
released when the clutch pedal is fully depressed. 
Where a two position clevis is incorporated^ the connection 
to the clutch release cross-shaft lever should ahoays be made 
through the rtar holes in the clevis when the P.T.O, is being 
used. This mil ensure that the P.T.O. may be readily 
slopped m an emergency by merely depressing the dutch pedal 
through the tehole of its travel. 



4/70 



G FORD MOTOR COMPANY LTD., 1970 



PAGE 27 



PART 4 -CLUTCHES 









Both Clulchei Engaged 



B 



P.T.O, Clutch Engaged 
TransmiimiQn Clutch Disengaged 



c 

Both Clutches Disengaged 



Figure 45 
Power Flow Through the Doubt* Clutch 



1. 


Clutch Pedal 


A. Transmission Clutch. 


2. 


P.T-O. Input Shaft 


Pressure Plale 


3, 


Transmission Input Shalt 


7. Transmission Clutch 


4. 


P.T.O. Pressure PI ale 


Disc 


5. 


PT.O, Clutch Disc 





2. IMPORTANT CHANGES 



Transmission Clutch Disc 

The current transmission clutch disc of the double clutch 
has three pairs of ceramet*] lie buttons and is the same 
disc as is used on Ford 2000, 3000 and 4000 tractor* with 
Transmission PT.O., Figure 7, 

Prior to the introduction of the current disc, various types 
of discs were used, all of which hid continuous band 
organic linings but culminating in one which also had a 
torsion damped hub similar to those shown in Figure 4. 
This is the only disc which is now being supplied for 
service use with the double clutch of tractors built prior 
to the introduction of the ccramcullic button type of 
disc. It is not interchangeable with the current clutch 
disc 



Transmission Clutch Springs 

Early production transmission clutch springs, painted 
light blue for identification purposes, have been superseded 
for service by lighter load springs which are painted 
yellow. The yeliow springs are the only ones which arc 
supplied for use in service on double clutches of tractors 
built prior to the introduction of the cerametallic button 
type of transmission clutch disc* They should be used in 
sets where it is necessary to renew the light blue springs 
of an early dutch. 

Where the ceramerallic burton type of transmission clutch 
disc is installed a different linkage to the dutch pedal is 
used and the transmission clutch springs differ from those 
used previously, These springs are coloured dark blue and 
they are not suitable for use in an earlier type clutch. 



PAGE SB 



CHAPTER 2 



P.T.O. Clutch Springs 

Tne double clutch used in early production hid 12 P,T,0« 
clutch springs but this was subsequently reduced to 9. 
When servicing a double clutch which originally in- 
corporated 12 P,T.O. clutch springs, three of the springs 
may be removed together with the corresponding spring 
cups in the cover but the remaining 9 springs should be 
disposed as shown in Figure 46* 

Double Clutch Assembly Adjustment 
Two double clutch assemblies are currently available 
through service. One is for use in current tractors which 
have an external clutch pedal return spring. The other is 
for previous tractors where the spring is fitted internally in 
the front compartment of the from transmission housing 

The gap between each socket-headed (Allen) screw and the 
corresponding release lever strut of the double clutch for 
current tractors is set at 0.050 to 0,054 in* (L27 to 1 .37 mm.) 
a? specified for ihcse raodds. 

The corresponding gaps on the other service; clutch is set 
at 0.070 to 0.074 in, [1.78 to l&S mm4 and this clutch is 
suitable for use without alteration in tractors which have 
an internal leaf type of pedal return spring as shown in 
Figure 65 ► If, however^ this clutch is being installed in a 
tractor with an internal coil type of pedal return spring as 
shown in Figure 64, the gaps should be re-adjusted at the 
time of installation to 0.050 to 0.054 in* (1.27 to 1,37 mm,). 




Figure 46 
Disposition of P.T.O. Clutch Spring* 

1, P,T„0. Clulch Spring* 

2. Transmission Clutch Springs 



3, ADJUSTMENTS 




Previous 



Currant 



Figure 47 
Clutch Ped*l Linkage Adjustment 

1. Slop Screw & Clevis Locknut 

2. Slop Screw Lock nut 4, Clevis 



A. PEDAL FREE TRAVEL 

In service, the clutch pedal free travel, measured at the 
centre of the pedal pad, should be maintained at the 
dimension listed in "SPECIFICATIONS", Chapter 4. 

It is recommended that the pedal free travel be checked 
and adjusted every 50 operating hours, but it should be 
noted that the method of adjustment on current tractors 
differs from the method for adjustment on previous 
tractors, 

Previous Tractors 

On these tractors the pedal upper stop is provided by an 
adjustable stop screw in the clutch release cross-shaft 
lever which abuts a slop cast on the side of" the front 
transmission housing, Fijure 47. To adjust the pedal free 
travel loosen the lock nut on the stop screw and move 
the screw into the lever to increase the free travel and out 
of the lever to decrease the free travel. Do not attempt lo 
adjust pedal free travel on these tractors by adjusting the 
length of the release rod. 

Current Tractors 

On current tractors the foot platform acts as the upper 

stop for I he clutch pedal and no stop screw is provided in 

the clutch release cross-shaft lever. 



4/70 



C FORD MOTOR COMPANY LTD., 1970 



PAGE 29 



-PART 4-CLUTCHES 



To adjust the pedat Tree travel on these tractors loosen the 
clutch release rod clevis lockout, Figure 47, and remove the 
pin connecting the clevis to the clutch release cross -shaft 
lever* Route the clevis on the rclcatc rod to increase or 
decrease its overall effective length and so adjust the free 
travel of the pedal. Lengthening the rod will give greater 
free trove] - reducing the length will give Jess free travel. 

Tighten the lockout and install a new spin pin in the devj$ 
pin after completing the adjustment. 



B + GLITCH PEDAL LINKAGE ADJUSTMENT 

On current tractors no linkage adjustment is required 
apart from that necessary to maintain the free play at the 
pedal. 

On previous tractors I he length of the clutch release rod* 
which is correct I v set it initial assembly* will normally not 
require adjustment. If, however, the rod is disturbed 
during oilier servicing operations, or if the clutches fail 
to disengage when the pedal is depressed and the pedal 
free play adjustment is correct, then the following ad- 
justment to the release rod may be necessary* 

L Connect the release rod clevis to the cross-shaft lever 
using the rear holes m the clevis (Connection "B", 
Figure 47), 

2. Start the engine, en page the P.T.O. shifter lever and 
check [hat the P,T.O. shaft stops revolving just before the 
clutch pedal, when depressed, touches the platform. 



up before the clutch pedal contacts the platform, If the clevis 
has been scrrtrtd on wo far, the clutch mechanism will 
"bottom" before the pedal meets the platform. This point can 
be felt if the pedal is slowly depressed and movement of the 
pedal beyond this paint may cause damage to the clutch. 
Under such circumstances the dutch and its associated parts 
should he removed for examination to determine why vver- 
adjustment of the release rod ha* been necessary. 

4. Change the connection of the release rod to the release 
lever by inserting the pin through the front holes in the 
clevis (Connection "A", figure 47)* 

5. Again depress the clutch pedal until it contacts the 
platform, at which point the transmission clutch should be 
Completely disengaged. This can he verified by engaging 
and disengaging a gear. 

If necessary! re-adjust the release rod by screwing the 
Clevis onto (he rod until the clutch disengages when the 
pedal is fully depressed. 

NOTE - If re-adjmtmmt of the release rod has been 
necessary, connect the rear holes in the release rod devis to the 
release arm and make sure that the clutch pedal, when 
depressed, contacts the platform before the total clutch release 
travel is eypended. 

6* With the release rod adjustment completed, move the 
P.T.O. lever into the disengaged position and stop the 
engine 



7. Tighten the release rod clevis locknut, then, with the 
release rod connected to the release arm to give the required 
pedal operation, insert (he spring retaining pin in the 
clevis pin. 



3. If the F.T,0- shaft docs not stop t disconnect the 
clevis from the cross-shftffc lever and screw the clevis 
further onto the Tclcasc rod. Reconnect to the cross-shaft 
lever and re-check in line with Step 2, Repeat the adjust- 
ment as necessary until the cor reel condition is obtained, 
NOTE - Do not seres? the clevis onto the rod fo tueh an 
extent thai the total release movement of the clutch is taken 

4 DOUBLE CLUTCH REMOVAL AND INSTALLATION 



8. If necessary, adjust the stop screw projecting from the 
front of the release lever until there is the required pedal 
free travel and tighten the locknut. 



A. REMOVAL 

L Treating the engine and front axle as an assembly* 
split the tractor at the engine front transmission housing 
flanges and move the engine and front axle assembly away 
from the front transmission. 

2. Where available, use Compressor Tool SVE'H b to 
depress each release lever of the double clutch and install 
a release Lever hold-down clip on each lever. 
NOTE - These clips are supplied in assembly with all service 
double clutches. For convenience they are also included in 
Toot Kit SWISA [not available in U.S.A.) and were in 
previous Toot Kit SWiJ* 



3. Support the double clutch and then remove the clutch 
to flywheel retaining bolts. Lift the double clutch assembly 
and the transmission clutch disc away from the flywheel. 

B, INSTALLATION 

L If a new double assembly is to be installed, the friction 
face of the transmission clutch pressure plate should be 
cleaned with white spirit (Stoddard's Solvent) to remove 
the anti-rust film which would otherwise contaminate the 
disc, 

2. To ensure easy sliding of the disc on the splines of the 
transmission and P.T.O. input shafts, lightly smear the 






PAGE » 



CHAPTER 2 



SWGa/d 



SWlWi 




Figure U 
I natal lat Son *l Re I earn* Lever Hold-Dawn Clip* 

1, Cotter Pin 



6. If i new double clutch assembly is being installed in t 
tractor with an internal coil type clutch pedal return 
spring, Figure 64, re-adjust the gap between the socket- 
headed adjusting screw of each release lever and the 
corresponding strut to 0.050 to 0,054 in. f 1.27 to 1.37 mm.) 
- see "IMPORTANT CHANGES'*, Section 2 of this 
Chapter, The shank of a Number 55 drill may be used as 
a gauge when setting this gap, 

NOTE - No re-adjustment is necessary rchen installing a new 
double dutch assembly in a current tractor or when instal- 
ling a new one in a previous trader with a leaf*type pedal 
return ipringy Figure 65. 



7, Re-connect the engine and front axle assembly to the 
front transmission, connect the clutch pedal linkage to the 
clutch en»s-shaft lever and carry out the clutch pedal 
"Free Travel" and "Linkage" adjustments as detailed in 
Section 3 of this Chapter, 



splines in the hubs of the discs with silicon grease prior to 
assembly of the double clutch to the engine flywheel. 



3. Locate the transmission clutch disc on the 
centralizing it with a clutch locator tool, Figure 49. Where 
a cut rent ccra metallic button clutch disc is being installed, 
the side with the longer hub protrusion must face the 
flywheel, but where a previous organic friction lined disc 
is being installed the longer hub protrusion must face the 
double dutch assembly. 

NOTE - Figure 49 illustrates disc locator. Tool Number 
SW7J-/ (not available in U.S. A*) which is suitable for both 
current and previous Transmission dutch discs used mth 
double clutch assemblies. 

Two simitar tools are available in the U.S.A. under Toot 
Number SWS09 (for previous type discs} and SWSQ9A (for 
current ctramttallic button type discs). 

4. Install the double clutch assembly on the engine fly- 
wheel passing it over the clutch locator tool and secure 
with the correct dowel bolts and Jockwashers. Tighten the 



bolts to the 
Chapter 4, 



torque listed in "SPECIFICATIONS*', 



5. Remove the clutch disc locator tool and the three 
release lever hold- down clips. 




Figure 49 
Initialling Transmission Clutch Olec 

1. Gulch Disc Locator Tool 



4/70 



C FORD MOTOR COMPANY LTD., 1970 



PAGE 31 



PART 4-CLUTCHES 



5. OVERHAUL DOUBLE CLUTCH ASSEMBLY 



It is recommended thai no attempt is made to overhaul a. 
double clutch without using the specialized tools which 
have been developed for the purpose t Basically these are 
the same tools with the addition of adaptors which are used 
when overhauling the single clutches as described in Chapter 
1, Section 4. 

Tool Number SW12B, available for all countries except 
Che U,$,A.> includes all The necessary adaptors to suit 
both the single and double clutches of Ford 2000* 3000, 
4000 and 5000 tractors* Overhaul procedures using this 
tool ire detailed in the following sub-sections A I, Bl and 
CI. 

Tool Number SW5LQ is the equivalent tool available in the 
U.S.A.* and overhaul procedures using this tool are 
derailed in sub-sections A2, B2 and CL 



SW.12B/23 




Al. DISASSEMBLY - Using Tool SW12B 

The following procedures are applicable when using Tool 
Number SW12B, the detail parts of which are illustrated 
in Figure 20, Chapter I. 

1. Clean the clutch assembly and the tool thoroughly, 
and mark the three pressure plates and the cover relative to 
each other so that, should they prove subsequently to be 
suitable Tor further use, they may be reassembled in the 
same relative positions and so maintain the balance of the 
double clutch assembly. 

2. Place three transmission disc spacers, Tool Number 
SW12B/8, on the bise plate, SWL2B/15, of the tool. 
Locate a spacer adjacent to each pair of fixing bolt holes, 
Figure 50, 

3. Install the double clutch assembly on the spacers and 
insert riser spacers, SW12B/9, between the intermediate 
pressure plate and the base plate of the toot, positioning one 
it each of the fixing bolt locations, Figure 50* 

4. Centralize the clutch on the base plate of the tool and 
insert the special fixing bolts SW12B/23 passing them 
through the clutch cover and the riser spacers, and screw- 
ing them into the appropriate threaded holes in the base of 
the tool. Tighten the bolts and then remove the lever 
hold-down clips, 

5. Remove the cotter pin, Figure 48, and extract the 
shuns and release lever retaining clip from each release 
lever fulcrum bracket. 



Flaurt 50 

Daub I* Clutch Tool Dlic Spaeen, Riitr Spacer* 

and Fixing Bq\U 



6. Remove one of the cotter pins from each release lever 
strut and withdraw the strut from the other sidcj Figure 52, 
then remove the release levers and spacer*. 

7. Slowly release the spring pressure by gradually and 
evenly unscrewing each of the six SW12B,.'23 bolts holding 
the dutch to the tool. 

8. lift off the cover and remove the springs from their 
locations on the P.T*0- and transmission pressure plates. 

9. Remove one of the snap rings from the P.T.O. pressure 
plate connecting pins and push out the pins* Withdraw the 
P.T.O. pressure plate connecting links from their location 
between the transmission plate connecting I inks . 

10. Remove the P.T.O. pressure plate and the P.T.O. 
disc followed by the intermediate pressure plate, 

IL Push out the pins retaining the transmission pressure 
plate links to the transmission plate and remove the links. 

12. Lift the transmission pressure plate from the tooL 
NOTJ? - /: vuiH &nly be necessary to remove the socket- 
headed adjusting screw* from she P.T.O. pressure plate links* 
or the: adjusting scretzs and mtis from the release levers^ if 
these parts require to be renewed. 



PAGE 33 



CHAPTER 2 



Bl. INSPECTION 

1. llx amine the organic lining of previous type dutch 
due assemblies for loose rivets and ensure That the linings 
arc not excessively worn ot scored. Any disc of this type 
with oil contaminated lining? should also be renewed. 

Refer to Chapter I, Section 4 "SINGLE CLUTCH 
REMOVAL AND INSTALLATION", and now the 
information regarding inspection of the current cera- 
xneiallic button type clutch disc and the friction surfaces of 
the pressure plate and flywhccL This information applies 
equally to the transmission clutch disc and transmission 
pressure plate of the current double clutch, and to the 
flywheel. 

It should, however! be noted that where this type of fly- 
wheel is to be re-faced the same thickness of material must 
be removed from the clutch filing boh circle surface (on 
which the clutch cover locates) as is removed from the 
friction surface of the HywheeL A maximum of 0.030 in, 
(07 mm.) may be removed from the flywheel before the 
double clutch fixing dowel bolts bottom in the threaded 
holes but up to 0,090 in* (2,29 mm.) may be removed 
providing washers of equivalent thickness are used under 
the heads of the double clutch fixing bolts. 

2. Examine the release lever connecting links, pins and 
strut* of the double clutch and renew if they exhibit signs 
of excessive wear. 



3. The following parts should be lightly coated with a 
silicon grease prior to re- assembly: 

- the drive lug sides of the transmission pressure plate and 
the P.T.O. pressure plate 

- the contact edges of the release lever fulcrum brackets 

- the full length of the release lever position posts 

- the overall length of the release lever struts 

- the transmission and P.T.O. pressure plate connecting 
links and pinv 

CI. ASSEMBLY Using To*i SW12B 

1. Install the transmission plate connecting links be- 
tween the lugs of the plate, and retain them by inserting 
the appropriate pins through the holes in the lugs and the 
square shaped holes in the end of the links, 

2. Using the base plate and bridge spider of Tool 
Number SW12B, position the three spacers SW12B 8 
equidistant apart on the base plate SWI2B, 15. Locate the 
transmission pressure plate on the spacers, Figure 51, with 
the smooth surface of the plate facing downwards. 

3* Position the intermediate pressure plate, smooth side 
facing upwards, on the transmission pressure plate with 
the tugs of the transmission plate locating inside the 
slotted arms of the intermediate plate and with the marks, 
made on both plates during disassembly, in line. 



swna/is- 



SWim\ SWJ2B/K SWfcftfa 







-SWI2B? 



SWIIB/M 



\. Transmission Clutch Pressure 
Plata 

2. Intermedial* Preiser* Plate 

3. P,T;0, Clutch QIac 



Flour* SI 
Doubt* Clutch Assembly Adjustment 

4, P.T.Cv Cfukh Pre a sure PJale 

5, Rebate Le*er Adjusiifij) Screw 

6, Socket-Headed Adjusiing Screw 

7, Strut 



8 



9 



P.T.O. Pressure Plate Connecting 
Lmk Pin 

Transmission Pressure Plate 
Connecting Link 



4/70 



C FORD MOTOR COMPANY LTD.. 1970 



PAGE S3 



PART 4-CLUTCHES 




Figure 52 
Installing Clutch Releaie Levers 



1. Rtioase Lever 

& P.T.O. Pressure Plate 

Connecting Link* 
% Spacer 



T rani mission Pressure 
Plate Connecting Link* 
5. Strut 



4. Place the P.T.G, clutch disc on the intermediate 
pressure plate, with the long end of the hub of the disc 
facing upwards and centralize it on the plate, 

5. Place the P.T.O. pressure plate on the P.T.CX clutch 
disc with the lugs on the plate straddling the transmission 
plate connecting links. Make sure that the mark made on 
the P.T.O. pressure plate during disassembly lines up with 
the mark;* on the other two pressure plates. 

& Install the twelve transmission clutch springs and the 
nine PTC clutch springs on the location bosses in their 
respective pressure plates. See "IMPORTANT 
CHANGES", Section 2, 

7. Locate the clutch cover, with spring seat cups in place, 
over the springs. Make sure that the three sets of trans- 
mission pressure plate connecting links pass through the 
openings provided in the cover. 

g. Install a P.T.Q. pressure plate connecting link between 
each pair of transmission plate connecting links and retain 
by inserting the appropriate connecting pins through the 
holes in the lugs of the P/I\0. pressure plate, the slotted 
holes in the transmission pressure plate links and the 
square holes in the P/T.O. pressure plate links* Secure 
the pins with new snap rings at each end. 



9. Insert riser spacers SW12B/9, Figure 51, between the 
intermediate pressure plate and the base of the tool, 
locating a riser spacer it each securing bolt hole. Past 
special tool bolts SW12B 23 through cover, intermediate 
plate and riser spacers and screw them into the threaded 
holes provided in the base plate of the tool. 

10. Make sure that the cover is correctly positioned to 
slide down past the lugs on the P-T.O. pressure plate, then 
tighten each SWI2B 23 bolt a little at a time, working in 
turn on diagonally opposite bolts, to draw the clutch cover 
down evenly until it meets the intermediate plate. 



11. Instill the release levers, locating each lever over 
of the connecting link assemblies. Position two spacers 
between each connecting link assembly and the inside of 
the corresponding release lever (one spacer each side of the 
link assembly), Figure 52, Insert a release lever strut 
through the holes in each release lever, spacer and connect- 
ing link assembly. Retain with new cotter pins on each 
end of the stmt, 

12. Install the release lever retaining clips over the 
fulcrum brackets of the dutch cover then install shims, 
Figure 55, above the clips and retain by inserting new 
cotter pins, Figure 53< Check that sufficient shims have 
been installed to eliminate any up and down free play of 
the clip. If necessary add shims until a slight preload 
exists when the corter pin is installed. 



SWHA/b 




Figure S3 
I natal ling Relea.ee Lever Retainer Clip Cotter Pin 



1. Cotl#r Pio 



3, Shims 



PAGE 34 









CHAPTER 2 



SWISSES' 
SW12SA0 




Figure 54 
Settling the Double Clutch Linkage 



ponding connecting link strut by inserting the drill shank 
in the gap* loosening the socket-headed screw locknui and 
turning the mltcw untiJ it just touches the drill. Tighten 
the locknui* after adjustment. 

NOTE - The specified gap differs according \o when the 
tractor tans produced and tlewifs of this are given under 
"IMPORTANT CHANGES 1 ', Section 2, &f this Chapter* 
The following drills are suitable for establishing the correct 
Z*p. 



Specified Gap 


Drill Xmrtbtr 


0050 to 0.054 in. (1.27 to 1,37 mm.) 


55 


0.070 to 0.074 in. (1.78 to 1.88 mm.) 


50 






17. Remove the pillar Spacer and gauge finger assembly, 
then, while the clutch is it ill attached to the tool, attach 
hold-down dips* Figure 48, to the release levers. 



13, Locate tool actuator cam platform extension, 
SWI2B 20* on the threaded pillar of the actuator, 
SW12B 2ft, with the flange of the extension against the 
cam platform of the actuator , Figure 54. 



18. Remove the six special tool bolts SW12B23 and lift 

the double dutch assembly from the looL 



14. Screw the actuator pillar into the bridge spider, 
SW12B 14 j of the tool base until the platform extension 
contacts the adjusting screws of the release levers then 
operate the actuator lever several times to ''settle" the 
clutch linkage. 



It. Remove the cam actuator and platform extension 
assembly and install pillar spacer SWI2B 1 in the bridge 
spider SW12B 14. Locate centre spacer SWI2B/5, 
finger body SWL2B II and gauge finger SWI2B J 3 with 
the ground side of the finger facing downwards^ Secure 
with too! lockout 5WJ2H 12, Figure 5L 
Rotate the gauge finger, SW12B l\ over each release 
lever adjusting screw in turr^ adjusting each screw until it 
just touches the underside of the finger gauge. Figures 51 
and 55. Tighten the adjusting screw locknui when adjust- 
ment is completed. 



16, With the pressure plate connecting link held 
■xQtnlly and using the shank of a suitable sized drill as a 
;auge 7 set the gap, "X", Figure 51* between the lower end 
of each socket headed adjusting screw and the corres- 



swraa/u 




Figure 55 
Checking Height of Releue Lew** Adjusting Scrtwt 

1 + Release L*w«r Ret sining Dip Shims 



4/70 



C FORD MOTOR COMPANY LTD., 1970 



PAGE 35 



PART 4-CLUTCHES 



A2« DISASSEMBLY - Using Tool SWS10 
Listed below h and illustrated in Figure 56, are the detail 
parts of Universal Clutch Firture, Tool Number S W5 10, 
which are used to disassemble, assemble and adjust the 
double dutch- 



Campo?ienr No* 


IJtSCTtpItOtl 


Quantity 


SW51041A 


Block-Riser 


3 


swsio-eo 


Base-FUmre 


1 


SW510-3 


Bridge- Spring Compressor 


1 


SW5 10-62 


Spindle-Fixture 


1 


SW510-SB 


Spacct-Gaugt 


1 


SW510-2 


Gauge-Release Lever 


1 


SW510-13 


Was her- Ample* Thrust 


1 


SW510-9 


Hut-Spindle 


i 


SW510-7 


Pin-Gauge 


1 


SW510-6 


Spacer Assembly-Gauge 


3 


SW510-12 


Pin-Guide 


I 


SW5L 0-630 


Screw-Long Cap 


6 


SW510^64C 


Screw-Short Cap 


3 


SW510-65 


Nut-Jam (Not Shown) 


1 


SW510-66 


Washer (Not Shown) 


1 



NOTE - Additional components other than those shown, or 
listed, are supplied tmth the fixture for performing mainten- 
ance on single clutches* Use of the fixture for this purpose is 
described and illustrated in Chapter t "Single Clutches", 




1. 

2. 
3. 
*. 

a. 
a. 



Figure 57 
Preparation for Di*»*embly o! Double Clutch 
Intermediate Pre&sutn Plata 7. Thmsl Washer 



Spacer 8, 

Strut 9. 

Clutch Caver Assembly 10. 

Reieaso Lever Hold-down 11. 

Clip 12. 
Spindle Nul 



Bridge 

Long Cap Screws 
Sho*t Cap Screw 
Riiftr Block 

IdenHl'icalion Marks 



SW 510—? 



SW Si 0—62 



SW5IO-i3r ^\ |5W 5 1 0-j] 



SW S10-2 1 








SW 510—71 



1 swTiO-oOj — r 



JSW 510—636 



' 



Figure 5f 

Unlv#r*jl Clutch Future SW51Q 

(Double Clutch Application) 




L Insert the serrated end of the Fixture Spindle, Tool 
No. SW5 10-62, Figure (56, into the hub c-f the Fixture 
Base, Tool No. SW5 10-60. Position the fixture base on 
edge and install the Washer, Tool No. SW5KW&6 (not 
shown) and Jam Nut, Tool No. 5W510-O5 (not shown) on 
the end of the spindle thai protrudes from the bottom of 
the base. Tighten the nut until the spindle bottoms in the 
hub. 

2. Bolt the assembled Fixture Base, Tool No. SWS 10-40, 
Figure 56, to a work bench, 

IMPORTANT - It is essential that tht mounting area be 
level and the mounting bolts be tarqued equally to eliminate 
the possibility of warping the fixture. It is also essential that 
the mating surfaces on the fixture base, and fixture com* 
panentSy be kepi clean. 

3. Thoroughly dean the mating surfaces on the clutch 
pressure plate and cover assembly in addition to cleaning 
the fixture base. 

4. Attach the riser blocks to the fixture base by installing 
one short cap screw in each block* Figure 57 illustrates 
two of the blocks installed. Be sure to torque the car. 
screws equally. 



PAGE M 



CHAPTER 2 



5. Place the assembled clutch pressure plate ami covet 
assembly on the Bstttft. AligM The pm-ft*"^ holes m the 
dutch cover assembly with the holes in the riser blocks, 
and install one guide pin and one long cap screw in each 
block as shown in Figure 57. Do not tighten the long 
cap screws at this tune. 

NOTE - The step on the base of the fixture substitutes for 
the transmission dutch disc assembly, therefore! this disc is 
not required when using the Universal dutch Fixture. 

6. Install the bridge, the thrust washer, and the spindle 
mil as shown in Figure 57. Be sure that the legs of the 
bridge are positioned at the center of each row of spring 
cups as shown. 

7. Relieve the spring tension on the release levers by 
tightening the spindle nut until the clutch cover assembly 
is drawn down to the intermediate pressure plate. To 
prevent distorting the top of the cover assembly, do not 
overtighten the nut. 



8. After relieving spring tension on the release levers, 
tighten the long cap screws finger fight, then remove the 
release lever hold-down clips,. Figure 57. 

9, Remove the release lever retaining clip shims and clips > 
Figure 58, after first removing the cotter pins that hold 
them in place. 

NOTE - It is suggested that the dutch cover assembly, the 
clutch pressure plates, and the release levers be marked for 
identification purposes before the clutch ts taken apart, Doing 
this toil! enable the parts tc be reinstalled in their original 
position and will maintain the balance built into the clutch* 
Figure Jtf illustrates a good practice of keeping the parts in 
groups, white Figure 57 illustrates identification of parts. 

10, Remove one cotter pin from one end of each strut, 
Figure SB, then remove the release levers by removing the 
struts. When removbg the struts, exercise care to prevent 
losing the spacers. 




Figure M 
Attembly and Olta»semhly of the Double Clutch 



1* Tranimlitlon Clutch Spring 

2. Riser Block 

3. Cotter Pin 

4. Strut 

5. Release Lever Retaining Clip 

6. P.T.O. Pressure Plata Connecting Unit 

7. Long Cap Screw 

9, Transmltiion Pressure P1sie Connecting Linki 

ft. P.T.O. Clutch Spring end Cup 

10. P.T.O. Preaiure Plate Connecting Pin 



11, Clutch Cover Assembly 

12, P T.O. Pressure Plate 

13, Short Cap Screw 

14, Release Lever 

15, Spacen 

16, Clip Shims 

17, Intermediate Preiiure Plata 

18, Guide Pin 

19, Transmission Pressure Plate 



4/70 



FORD MOTOR COMPANY LTD., 1*70 



PAGE 37 



PART 4 -CLUTCHES 



11. Remove one snap ring from one end of each P.T.O. 
pressure plate connecting pin, Figure 58, then remove the 
P.TX), pressure plate connecting links by removing the 
pins. 

1 2. Remove the guide pim, Figure 58, and the long cap 
screws, then back off ihc spindle nut. Remove the nut, 
thrust washer, and bridge, then lift the clutch cover 
assembly from the clutch. Remove the P.T.O. clukh 
springs and cups s and the transmission dutch springs, 
Lift the P. TO. clutch pressure plate, and clutch disc 
(not shown) from the clutch. 



2, Examine the release lever connecting [inks, pins and 
struts of the double clutch and renew if they exhibit signs 
of excessive wear. 

3* The following parts should be lightly coated with a 
silicon grease prior to re-assembly: 

- the drive lug side* of the transmission pressure plate and 
the P.T.O. pressure ptatc 

- the contact cdgc\ of The release lever fulcrum brackets 

- the full length of the release lever position port* 

- the overall length of the release lever struts 

- ihe transmission and P. T.O. pressure plate connecting 
links and pins. 



Lift the intermediate pressure plate, Figure 58, from 
the riser blocks, then remove the transmission pressure 
plate connecting links by removing the connecting pins 
(not shown;* Lift the transmission clutch pressure plate 
from the fixture base, 

XOTE - It mil not h tammy to &mrt* the Adjusting 
,: ftvft and iiJ)itiung rwh fwm the P.T.Q. pTtsutre 
plate connecting Iwk$ t <w the hexagon mm and adjusting 
tcrtin freto the Ttkaie fcters, unless ihe parts are bang 
teplaceJ. 



C2. ASSEMBLY - Using Tool SW510 
L Attach the riser blocks to the fixture base by installing 
one short cap sere* in each block. Figure 57 illustrates the 
blocks installed Be sure to torque the cap screws equally. 

2. Place the transmission dutch pressure plate, Figure 58, 
smooth >ide "down* 1 , on the fixture base so the lugs on the 
plate are centered at each riser block. Install two trans- 
mission pressure plate connecting links between the lugs 
on the plate and retain them in place by installing the 
connecting pins (not shown}. Position the pins *o each end 
is flush with the lugs* 



B1. INSPECTION 

1. Examine the organ it linings of previous type clutch 
disc assemblies for loose rivets, and ensure that the linings 
are not excessively worn or scored, Any disc of this type 
with oil contaminated linings should also be renewed. 

Refer to Chapter L Section 4 "SINGLE CLUTCH 
REMOVAL AND INSTALLATION", and note the 
information regarding inspection of the current cera- 
mctallic button type clutch disc and the friction surface! 
of the pressure plate and flywheel. This information 
applies equal lv to the transmission clutch disc and trans- 
mission pressure plate of the current double clutch, and 
to the current flywheel. 

It should* however, be noted that where this type of fly- 
wheel b to be re- faced the same thickness of material must 
be removed from the clutch fixing bolt circle surface (on 
which the clutch cover locates) as is removed from the 
friction surface of the flywheel, A maximum of 0.030 in, 
(0,7 mm.: may be removed from the flywheel before the 
double clutch fixing dowel bolts bottom in the threaded 
holes but up to 0.090 in. (2.29 mm.) may be removed 
providing washers of equivalent thickness are used under 
the heads of the double clutch fixing bolts. 



3. Place the intermediate pressure plate, Figure 58, 
smooth side <*up N \ over the Transmission clutch pressure 
plate so the " cars' 1 of the intermediate plate straddle the 
lugs on the transmission plate, 

4. Center the P TO. clutch disc over the intermediate 
pressure plate, Figure 58, then install the P.T.O, clutch 
pressure plate so the lug* vn the plate vt raddle the trans- 
mission pressure plate connecting links. Be sure to install 
the clutch so the long end of the disc hub is "up* 



i™- 



5. Place the twelve transmission clutch springs, Figure 58, 
on the bosses of the transmission clutch pressure plate and 
nine P*T.O. clutch spring* and cups, un the bosses of 
the P.T.O. dutch pKfwre plate. See "IMPORTANT 
CHANGES" in Section 2 of this Chapter, 

6. Install one guide rm f Figure 58, in each riser block, 
then install the clutch cover assembly over the partially 
assembled clutch so the spring cups and transmission 
pressure plate connecting links pass through the openings 
of the cover asscniblv. Check the transmission clutch 
springs to see that they are properly sealed in the "cups" 
of the cover assembly. 



PAGE 3* 



CHAPTER 2 



J. Drop one long op screw, Figure 5$, into place it etch 
riser block, but do nor tighten at this time. Install the 
bridge- j thrust washer, and spindle nut as shown in Figure 
58. Be sure that the legs of the bridge are positioned at 
the center of each row of spring cups as shown. 

B. SlowJy draw the clutch cover assembly down over the 
lugs on the P.T\0« clutch pressure plate, Figure SB, by 
tightening the spindle nui until the cover assembly contacts 
the intermediate clutch pressure plate. Exercise cart to 
prevent the guide from catching on the cover. To prevent 
distorting the top of the cover, do dot overtighten the 
spindle nut, 

& AftcT the cover has made contact with the intermediate 
pressure plate, remove the guide pins, Figure 5S r and 
replace them with the tang cap screws. Torque the screw* 
equally in a diagonally staggered manner. Sec Chapter 4, 
"SPECIFICATIONS", for torque values. 

10. After torquing the screws, remove the spindle nut, 
the thrust washer, and the bridge, Figure 58. 

U. Instill the P.T.O. pressure plate connecting links, 
Figure 58, between the transmission pressure pJatc con- 
necting links and retain them m place by installing the 
connecting pins. Retain the pins in place by installing the 
snap rings. Be sure the snap rings are seated in the grooves 
of the pirn* 




12. Position the P.T.O. pressure plate connecting links, 
Figure 58, so they are partllel with the transmission 
pressure plate connecting links, then install the release 
levers. Retain the levers in place by installing the struts. 
Be sure one spacer is positioned between each trans- 
mission pressure plate connecting link and the inner walls 
of the release levers before installing the struts. Retain the 
struts in place by installing new cotter pins. Figure 57 
illustrates one of the spacers and struts properly installed. 



13. Install the release lever retaining dips, Figure 5fl, over 
the fulcrum brackets of the clutch cover assembly then 
place the release lever retaining clip shims over the clips. 
Be sure the clips are installed so the flat side is "up" and 
so the closed end is towards the center of the clutch 
assembly. Retain the shims and clips in pfaee by installing 
new cotter pins. Figure 59 illustrates proper installation 
of the cotter pins. 

NOTE - After installing the cotter pim y check the dips> 
Figure 55, and shims far "up and down" end play. If end 
pfay existi r remove the cotter pins and add additional shims* 
The shimming should be such that a slight prt-foad is estab- 
lished when the colter pins are installed. 



14. Install the Gauge Spacer, Tool No. SW510-5B, over 
the fixture spindle so the identifying number is "up", 
then install the release lever gauge as shown in Figure 59. 



15. Loosen the hexagon nuts on the underside of the 
release levers then adjust the adjusting screws* as shown in 
Figure 59, until a slight drag can be felt when the "foot" 

or" the release lever tfaugc i* rotated across the levers. 
Apply light pressure to the gauge to obtain an equal "feel" 
on each lever. 



1 6. After the levers are adjusted, tuck the adjusting screws 
by tightening the hexagon nuts on the underside of the 
release levers. Re-check the "feel" after locking the 
screws, and if necessary, re-adjust the screws until the 
"feel 1 * is the same on each lever. 



Figure £9 

1. Rnlease Lover Gauge 
2* He jag on Nut 



a. Cotter Pin 



17. Remove the release lever gauge, Figure 59, then install 
the bridge, the thrust washer, and the spindle as shown in 
Figure 60. Raise the clutch pressure plate by tightening the 



4/W 



C FORD MOTOR COMPANY LTO., 1970 



PAGE 38 



— 



PART 4-CLUTCHES 








Figure 64 

Preparation for Adjustment of ill e P. TO- Pressure 

Plate Connecting Links 



1, Gauge Spacer Assembly 

2. P.T.O. Pressure Pfate 



3. P.T.O. Pressure PJale 
Connecting Unk 



Figure 61 
Adjusting the P>TO. Clutch Gap 



1h P.T.O. Pressure PI ale 

Connecting Link 
2. Gauge Pin 



3. Strut 

4. Gauge Spacer Assembly 

5. Adjusting Screw 



spindle nut until the Gauge Spacer Assemblies, To-ol No* 
5W5IQ-6, can be installed as shown in Figure 60. Adjust 
the nut on the spacer assemblies so the spacers arc held in 
place a$ shown, 

IMPORTANT - Do noi tighten The spindle nut m$re than 

is necessary to install (he gauge spacer assemblies as damage 
to the refe-as* levers may result. 



18. Being sure that the gauge spacer assemblies are in 
position, back off the spindle nut until it clears the thrust 
washer as shown in Figure 61 . Position the center link so 
the adjusting screw in the top of the link is centered over 
the strut, then insert the Gauge Pin Tool No. SW510-7i 
through the link as shown. Loosen the adjusting screw nut, 
and turn the adjusting screw as required until a slight drag 
is- felt on the gauge pin when the pin is rotated. Do not 
obtain the "feeJ" by pushing or pulling on the gauge pin 
The "feel" between the strut and adjusting screw should 
be equal on each link. 



19, Lock the adjusting screws, Figure 61, in place with the 
adju sling screw nuEs and re-check the M fed*\ If necessa^Y, 
re-adjust until the "feel" is the same on each link. 



20. After the links are adjusted,, tighten the spindle nut, 
Figure 6) j just enough to relieve the tension on the spacer 
assemblies. Remove the spacers^ then remove rite spindle 
nut , the thrust washer, and the bridge. 



2L Install the release lever hold-down clips, Figure 57, 
then remove the long cap screws that secure the clutch 
assembly to the riser blocks. The clutch is? now ready for 
installation on the flywheel as outlined in Section 4, 
"B, Installation". 



PAGE 40 



Part 4 

CLUTCHES 

Chapter 3 
SERVICING CLUTCH ASSOCIATED PARTS 



Section 
I. 
2. 
3. 
4. 



Clutch Pilot Bearing 

Clutch Release Bearing 

Clutch Release Cross-shaft Bushings 

Clutch Pedal Bushings 

1, CLUTCH PILOT BEARING 



Page 
41 
42 
44 
45 



The same pre-lubrieated ball bearing is used on a31 models 
except the Ford 5000 which uses one of a larger diameter. 
On all models, the space behind the bearing should be 
packed with a suitable high melting point grease whenever 
overhaul or installation is carried out. 

A. REMOVAL 

1. Remove the clutch following the procedures detailed 
in Section 4 S Chapter 1 {Single Clutches) or Section 4± 
Chapter 2 (Double Clutches). 

2. Ford 2Q0O> 3000 and 4000. Remove the pilot bearing 
retainer and the flywheel, and extract the bearing from the 



crankshaft using Tools Number 954 and 955-14 as shown 
in Figure 62. 

Ford 5000. Remove the two P.T.O. drive plate re- 
taining bolts which have a washer under the bolt head arid 
extract the bearing from ihe P.T.O. drive plate using 
Tools Number 943- S and FT943, 

B, INSTALLATION 

1. Lightly tap the bearing 3 baffle side facing outwards, 
into the flywheel or P.T.O. drive plaie. Tool Number 
630-5 used with the larger diameter against the bearing, 
Figure 63, is suitable for use on Ford 2000, 3G0O and 





Figure 62 
Removing the Clutch Pilot Bearing from Crankihaft 



Figure £3 
Installing Clutch Pilot Bearing 



4/70 



C FORD MOTOR COMPANY LTD., 1970 



PAGE 41 



PART 4 -CLUTCHES 



4 WO tractors* and Tool Number a 30- 1 2 far use an a 
Ford 5000. 



2, Ford 2(100, 3000 and 4000. Re-imtall the flywheel 
and pilot hearing retainer, lightening [he securing bolts to 
the specified torque - see "SPECIFICATIONS**, 
Chapter 4. 



Ford 5000. Rc-install the two P,T + 0. drive plate re- 
taining bolts ensuring that the appropriate washer is 
installed under the head of each bolt to retain the pilot 
bearing. Tighten the two bolts to the specified torque - 
see 'SPECIFICATIONS", Chapter 4. 

3. Reinstall the dutch assembly following the pro- 
cedures detailed! in Section A t Chapter 1 (Single Clutches) 
or Section 4 f Chapter 2 (Double Clutches). 



2. CLUTCH RELEASE BEARING 



Standard agricultural models incorporate pre- lubricated 
dutch release bearings mounted on a sliding hub. An 
optional build of the Ford 5000 is however, available on 
request with a heavy duty clutch release bearing and hub 
assembly and an external greaser. In this case the hub is 
drilled to feed grease to the bearing through the medium 
of a flexible connection from the external greaser. 

Tractor* with three types of clutch pedal return spring 
may be encountered depending upon the product ion date 
of the tractor and the procedure for removing the release 
bearing varies in accordance with the type of spring in- 
corporated, 

A, REMOVAL 

I. Separate the engine and front ajcle> as an assembly t 
from the front transmission. 




Figure 64 

Clutch Release Bearing and Internal 

Coil Return Spring 

1* Re/lease Fork 

2, Return Spring 

3,. Bolt (FoTk lo Cross-shah] 



2. Disconnect the rod between the clutch pedal and the 
clutch release cross-shaft lever by removing the clevis pin 
at the lever end. 

\ Where an external greaser is fitted, disconnect the 
flexible connection from the release bearing hub. 



4a. 



ernat Coll He I urn Spring 



Models 

(Figure 64) 
Disengage the spring from the fork, rotate the fork towards 
the front of the housing and draw the bearing and hub 
assembly off the hub support, 

4b. Models with Internal Leaf Type Return Spring 

(Figure 65) 
Slacken off the two bolt* retaining the leaf spring bracket 
to the hub support plate and release the upper end of the 
leaf spring from the support bracket. 




FlgurD 63 

Clutch Release Bearing and Internal 

"|,**f' H Typo Return Spring 



Release Bearing Hub 


f. Spring Bracket 


3. Fork Retaining Pin 


Support 


2. Leaf Spring 


1. Fork 


Release Bearing 







PAGE *f 



CHAPTER 3 



Remove the retaining nut from the inner threaded end of 
the tapered pin retaining the release fork to the cross -shaft 
and install the nut on the threaded outer end of the pin. 
Tighten the nut to draw the tapered pin out of the fork. 
Support the fork and remove the cross-shaft, then withdraw 
the release bearing assembly, and the fork and spring 
assembly. 



4c. Models with an External Return Spring 

(figures 66 and 87) 
Remove the bolt and nut at the base of the fork, support 
the fork and withdraw the cross-shaft. Remove the fork 
and the release bearing assembly. 

5. Where no greaser is incorporated, remove the release 
bearing from the hub using Tools Number 951, 1002, And 
the appropriate step plate, Figure 66. 

Where a greaser h incorporated do not remove the bearing 
from the hub as both hub and bearing are serviced as an 
assembly. 



B. INSTALLATION 

L Gently rap the release bearing onto the hub making 
sure that the thrust face of (he bearing faces away from 
the shoulder on the hub. 



2. Pack (he recess in the bearing hub bore with a good 
quality, high me king point grease. 



3a. ModeK with Internal Coil Return Spring 

(Figure M) 
Locate the bearing and hub assembly on the hub support 
and engage (he arms of the fork with (he slots, in the hub. 
Pull the inner end of the coil spring forward and engage 
it in the groove in the huh. 



3b* Models with Internal Leaf Type Return Spring 

(Figure 65) 
Install the bearing and hub assembly on the hub support, 
locate the fork and spring engaging the fork with the slots 
in the hub and install (he clutch release cross-shaft picking 
up the fork on the shaft. 

Align the hole in the shaft with the hoik in the fork and 
install the tapered pin. Secure with a lockout on the 
threaded inside end of the pin, tightening the locknui to 
draw the pin into position. 

Check that not less than four threads of the leaf spring 
support bracket boh* are engaged in the threaded holes 
of the from transmission housing then lift the upper end 
of the spring into (he notch in the support bracket. 
Tighten the spring support bracket bolts (o a torque of 
23 to 29 lb. f(. (3.2 to 4.0 m.Kg.). 




Ft our* M 

Clutch Pedal Eg it rnii I Return Spring 

(Ford 2W0 H 3000 and 4000) 

1. Return Spring 3. Retaining Bracket 

!. Clutch Pedal 4. Brake Cross-shift 




Figure 67 
Clutch Pedal External Return Spring 
(Ford 5000) 
1, Spring Retaining Bracket 3, "Return Spring 
*. Spring Retaining Bracket 4. Gluten Pedal 
Sort 5. Pivot Bolt 



ifiO 



Kt FORD MOTOR COMPANY LTD.. 1970 



PAGE 43 



PART 4-CLUTCHES 



630S-K) 




Figure U 
Removing Clutch Release Baartng from Hub 

1. Bearing 

2. Hub 



3c. Models with «i External Return Spring 

(Figures GG and 67) 
In si all the bearing and hub assembly on the hub support, 
Engage the release fork in the stats in the release bearing 
hub and install the cross-shift picking up with the fork 
nn the shall. 

Align the groove in the cross-shaft with the holes in the 
split lower portion of the fork. Install the pinch bolt and 
nut and tighten securely, 

4. Where an external greaser is fitted, attach the flexible 
connection to the threaded hole in the release bearing hub. 

5- Reconnect the release rod to the clutch release cross- 
shaft lever and operate the dutch pedal to check thai the 
bearing and hub assembly slides freely on the hub support, 

6. Reconnect the engine and from axle assembly to the 
from trani mission then check, and adjust where necessary, 
the clutch pedal free play. 

7. Start the engine and check that the clutch is operating 
correctly making any necessary re-adjustments to the 
pedal linkage as detailed in "Adjustments", Chapters I 
and 2, 



3. CLUTCH RELEASE CROSS-SHAFT BUSHINGS 



1. Follow the same procedure for removing the clutch 
release bearing and hub assembly , release fork* cross -shaft 
and lever assembly and dutch pedal return spring (where 
applicable) as detailed in Section 2 of this Chapter. 
Where the return spring is an internal coil type, the fork 
and cross -shaft may be removed from a Ford 2000, 3000 
or 4000 tractor after removal of the release bearing and 
hub , by extracting the bolt and nut retaining the fork to 
the cross-shaft and withdrawing the cross-shaft from the 
housing. On a Ford 5000 two pins and split pins retain the 
fork to the shaft instead of the bolt and nut. 

2. Drive* or cut, out the two bushings from the front 
transmission housing and install new bushings with the 
chamfered end towards the inside of the transmission 
housjng. Drive the new bushings into the housing until 
they are flush with the outside edge of the hole. 



NOTE - Bushings for Ford 2000, 3000 and 4000 trotters 
built prior la iki introduction of the emmeratfic button 
clutch due mere smaller than those used on tht Ford 5000. 
Witk tht torrent c&ramemttk button dutch disc the bushings 
for tht Ford 2000, 3000 and 4000 are the same size as those 
used on the Ford 5000. 

Driver, Tool Number SOS used in conjunction with handle 
Tool Number 814, is suitable for removing and installing 
the smaller bushings, Driver, Tool Number 811 used 
with handle Tool Number SI 4^ b suitable for the larger 
bushings, 

3. Re-install the cross-shaft, return spring, release fork 
and the bearing and hub assembly as detailed in Section 
2 of this Chapter and rejoin the engine and front axle 
assembly to the front transmission. 



PAGE 44 






CHAPTER 3 



4 CLUTCH PEDAL BUSHINGS 



A. REMOVAL 

1. Disconnect the clutch release rod from the clinch 
pedal. 

2a. Tractors without an External Clutch Pedal 
Return Spring, 

Ford 2000, 3000 and 4000. Drain the oil from the 
rear transmission then remove the brake pedals brake 
pedal cross-shaft and clutch pedal, 

Ford 5000. Unscrew the clutch pedal pivot bolt 
(left-hand thread) from the rear transmission housing and 
remove the pedal, clutch pedal shaft and washer, 



2b. Tractors with an External Clutch Pedal Return 
Snring (Figures 66 and 67) 

Ford 2000, 3000 and 4000. Remove the left- hand 
latform and fender and drain the oil from the rear trans- 
lission. 
Remove the brake pedals and withdraw the brake cross- 
shaft approximately 1,0 in, (25.4 mm.) but do not remove 
it completely from the tax transmission housing at this 
stage. 

Relieve the compression of the clutch pedal return spring 
by depressing the pedal past the boss on the transmission 
housing so that the spring goes "over centre" then remove 
the spring from the locating LI L™ slots in pedal and spring 
retaining bracket. 
Fully remove the brake cross-shaft and the clutch pedal 



Ford 5000. Remove the bolt securing the top end 
of the spring retaining bracket to the rear transmission 
homing. Figure 67, Slowly unscrew the pivot bolt (left- 
hand thread) while allowing the spring retaining bracket 
to pivot and relieve the spring compression then remove 
the pivot bolt completely. 

Remove the spring and spring retaining bracket from the 
pedal and withdraw the pedal through the slot in the 
foot-platform. 

3. Remove the bushings from the pedal. Driver handle 
Tool Number 814 with driver 810 is suitable for removing 
: bushings of Ford 2000, 3000 and 4000 clutch pedals, 
driver handle &J4 with driver 808 is suitable for the Ford 
5000 clutch pedal. 



t*. ASSEMBLY 

1. Position a new bushing in one side of the pedal, 
chamfered end of the bushing inwards^ and tap (he bushing 
into the bushing bore in the pedal until it is flush with the 
pedal boss. Driver handle Tool dumber SI 4 with driver 
81 1 is suitable for Ford 2000, WOO and 4O00 clutch pedals. 
Driver handle 814 with driver B09 is suitable for the Ford 
5000 clutch pedal. 

Turn the pedal over and install the second bushing in a 
similar manner, 

2a. Tractors without an Externa] Clutch Pedal 
Return Spring. 

Ford 2000, 3000 and 4000. Assemble the clutch 
pedal to the brake cross -shaft then install the cross-shaft 
in the rear transmission housing. Install the brake pedals 
and re-connect the brake and clutch pedal linkages. 
Refill the rear transmission with the correct lubricant. 

Ford 5000. Install the clutch pedal shaft and the 
pivot bolt in the clutch pedal with the appropriate washer 
between the head of the pivot bolt and the pedal. Screw 
the pivot bolt into the rear transmission housing (left- 
hand thread) and tighten to the specified torque - sec 
"SPECIFICATIONS", Chapter 4, 

2b. Tractors with an External Clutch Pedal Return 
Spring (Figures 66 and 67) 

Ford 2000, 3000 and 4000. Assemble the clutch 
pedal to the brake pedal cross-shaft and insert the shaft in 
the rear transmission housing. 

Locate the left -hand brake pedal key in its key way in the 
brake pedal cross-shaft and install the left- hand brake 
pedal on the shaft but do not tighten the bolt securing the 
pedal to the shaft at this stage. 

Depress the clutch pedal below the boss on the trans- 
mission housing and locate the clutch pedal return spring 
between the "U" slots in the pedal and spring retaining 
bracket, see inset Figure 66. Raise the clutch pedal so that 
the spring goes "over cent re " and is thereby retained in 

compressto the "LP" slots of pedal and bracket, Fully 

assemble the left-hand brake pedal and tighten the pedal 
to cross-shaft retaining bolt then install the nght-hand 
brake pedal and reconnect the brake linkage. 
Re- install the platform and fender and refill the rear 
transmission with the correct lubricant. 



4/70 



■ FORD MOTOR COMPANY LTD., 1970 



PAGE 45 



PART 4-CLUTCHES 



Ford 5000. Insert the dutch pedal through the 
opening m the platform and assemble the pedal shaft and 
pivot bolt with a washer between the head of the boll and 
the pedal 

Locate ihe spring retaining bracket on the bolt then locate 
the return spring in the "TJ" slots of the retaining bracket 
and pedal. Support this assembly and ierew the left-hand 
threaded pivot bolt into the rear transmission housing but 
do not tighten the boh at this stage. Pivot the retaining 



bracket to an upright position, install the retaining bolt 
through the top hofe in the bracket and ucrew it into the 
rear transmission housing. 

Tighten the pivot bolt to ihe specified torque - see 
"SPECIFICATIONS", Chapter 4, 

3. Re-connect the clutch release rod to the clutch pedal 
with the appropriate clevis pm and cotter pin. 



PAGE « 



Part 4 

CLUTCHES 

Chapter 4 
SPECIFICATIONS AND SPECIAL TOOLS 



Secium 

U 
2, 



Specifications 
Special Tools 



47 
50 



1. SPECIFICATIONS 



Where the word "previous** is used in the following specifications it refers to clutches used prior to the introduction 
of the current cerametaliic button type of clutch disc 



Single Clutches 



DISC ASSEMBLY 

Diameter 

Ford 2000, 3000 and 4000 — current and previous 
Ford 5000 — current 

— previous {standard} . . 

^previous (heavy duty) 

Type of Hub Splines 

Ford 2000, >000 *nd 4000— current 

— previous 
Ford 5000 — current and previous 

Friction Material 

Ford 2000, 3000 and 4000— current 

Ford 5000— current 

A1J models— previous 

Total Friction Area (both sides of disc) 

Ford 2000, 3000 and 4000 — current 

— previous 
Ford 5000— current 

— previous (standard) , . 

— previous (heavy duty) . . * 



■ ■ 

- ■ 

■ ■ 



U ia. (27.9 cm.) 

11 in. (27,9 cm.) 

12 in. (30.5 cm.) 

13 In. (33,0 cm) 



Square cut 
Involute , 
Involute 



3 pairs cerametaliic buttons 

4 pairs L-erametailit buttons 
Continuous band organic 



22,fl in,* ( 147 cm,*) 
1)1.0 in. s ( 716 cm.*) 

30.4 in. 4 ( 196 cm. 4 ) 
126\0 in** ( S25 cm, 1 ) 
1620 in, 1 (1045 cm.*) 



«/T0 



< FORD MOTOft COMPANY LTD., 1(70 



PAGE 47 



PART 4-CLUTCHES 



Single Clutches continued — 



PRESSURE PLATE AND COVER ASSEMBLIES 

Pretiure Plate Diameter 

Ford 2000, 3000 and 4000— current and previous 

Ford 5000 — current . . * * 

— previous (standard) „ + 

— previous (heavy duty) 



11 in, (27.9 cm.) 

11 in. (27 r 9cm0 

12 in. (30.5 cm.) 

13 io. (33.0 cm.) 



Spring* 

Ford 2000 . 30IM~-curreiit . . 

Ford 4000-^curreni 

Ford 5000 — current 

Ford 2000 — previous 

Ford 3000 — previous 

Ford 4000 — previous 

Ford 5000— previous (standard) „., 

Ford 5000 — previous (heavy duty) 

CLUTCH LINKAGE 

Clutch Pedal Free Travel 

Ford 2000, 3000, 4000 and 5000— current 

Ford 4200 — current 

Ford 2000 and 5000 with Transmission P.T.Q.— previous 

Ford 4000 with Transmission P.T.O, — previous 

Ford 4000 with Independent F/T.O— previous 

Ford 5000— previous 



Number 

6 
6 
6 
8 

12 
12 
16 
16 



t +■ -f + mm » * - - 

W * ■■ ww w m> * ■ 

ww ■■ ■■ * 4 

■k * * * mm ■ 4 * * 

■ ■ ■■ ■■ •■ p-f 

mm ■■ ■■ -i* hi 



Spring Load at Compressed 
Length ef 1.69 in. {42,9 mm.) 
53 lb. (24.0 kg.) 
66 lb. (29.9 kg.) 
85 lb. (38.6 kg.) 
145 lb. (65,8 kg,) 
1121b. (50.8 kg,) 
1551b. (70,3 kg.) 
125 lb. (56.7 kg,) 
140 lb. (63.5 kg.) 



L25 in. (32 mm.) 
1.375 in. (35 mm.) 
IJ5 in. (32 mm.) 
1 .375 in. (35 mm.) 
1.75 in. (44 mm.) 
1,375 in. (35 mm.) 



TIGHTENING TORQUES 

Clutch Cover to Flywheel Bolts 

Clutch Pedal Pivot Bolt— FoTd 5000 , 

Pressure Plate Drive Strap Locking Ferrule Bolts— Ford 5000— previous 

Flywheel to Crankshaft Bolts * , ■ ■ ■ , 

Leaf Type Clutch Pedal Return Spring Bracket Bolts 

CLUTCH RELEASE BEARING 

Lubricant— Kord 5000 Heavy Duty with Greaser 



23 to 29 lb, ft. (3.2 to 4.0 m. kg.) 

130 to 160 lb. ft, (18 to 22 m.kg,) 

20 to 25 lb. ft. (2.8 to 3,5 m.kg.) 

100 to UO lb, ft, (13.8 to 15.2 m.kg.) 

23 to 29 lb. ft. (3.2 to 4,0 m.kg,) 



Non-ftbrou$ T lithium base 



PAGE 4« 






— CHAPTER 4 



DISC ASSEMBLIES 

Diameter 

Transmission Disc — current and previous 
P.T>0, Disc 

Type of Hub Splines 

Transmission Disc— current 

— previous 
F.T.O. Disc *. 



Double Clutch 



■ ■ 

■ ■ 

■ ■■ 



1 1 in. (27,9 cm-) 
8.5 in. (21.6 cm.) 



square cut 

involute 
Involute 



w 9 n w 



Friction Material 

Transmission Disc — current 

— previous 
1% I *tJ. L/l&c .. .. .. .. .. * t i + 

Total Friction Area (both sides of disc} 

Transmission Disc — cur rem ,♦ .. ** 

— previous 

PRESSURE PLATE AND COVER ASSEMBLIES 
Diameter 



3 pairs tcramciallic buttons 
Continuous band organic 
Continuous band organic 



32.8in. £ (147cm.*) 

HL.0in/(716cm. ? ) 

64,0 mJ (413 vti.*) 



Transmission Pressure Plate 
F.T.O. Pressure Plate 

Transmission Clutch Springs 



»j5 cm.) 
6.6 in. (21.8 cm.) 



Current 
Previous 



PXO. Clutch Springs 



Number 

12 
12 

Number 



Current 



Gap— Socket-headed Screw to Release Lever Strut 

Tractors with External Clutch Pedal Return Spring 
Tractors with Internal Leaf Type CJuieh Pedal Return Spring 
Tractors with internal Coil Type Clutch Pedal Return Spring 

CLUTCH LINKAGE 
Clutch Pedal Free Travel 

\_rUr rcjiji if * * ii <■ # Hi ii ■ • ■■ 

TIGHTENING TORQUES 

Clutch Cover to Flywheel ¥ 

P.T.O. Drive Plate and Flywheel to Crankshaft Bolt* 
Leaf Type Clutch Pedal Reium Spring Bracket Bolts , . 



Load at Compressed 
Length of 221 in. {57 J mm.) 



81 lb, (36.7 kg.) 
97 lb. (44.0 kg.) 



Spring Load at Compressed 
Length of i.95 in. (4$ J mm.) 

.. U5 lb. (52,2 kg,) 



0.050 to 0.054 in* (L27 to 137 mm*} 
0,070 io 0,074 in. (L7G to 1.88 mm/) 
0,050 to 0.054 in. (1.27 to 1.17 mm. 



1 .25 in. (32 mm.) 

■ i rr »■ 1-5 in, (3B mm,) 

13 to 15 lb. ft. (1.8to2.1m,kg.) 

100 to HO lb. ft. (118 to 15.2 m.kg.) 

23 to 29 lb. ft. (3.2 to 4,0 m.kg.) 



*fn 



e FORD MOTOR COMPANY LTD., 19*0 



PAGE 49 



PART 4-CLUTCHES 



2. SPECIAL TOOLS 



Tool Number 
JSW5L0 
*SWS1J 
*SW5tO~5K . . 
*SW12B 

SVKI3 
•SW13-1 
"SWI4 
tSW5W 

+SW509A ., 

955-14 

FTW* 

o>Q-S , t H 

630-T 

MI . . 



*■ h + 



■ ■ ■# F 



Description 

w , Universal Clutch Fixture 

• • r« --• ».* Universal Clutch Fixture Adaptor Kit 

Universal Clutch Fixture Gauge Spacer 

, , Single and Double Clutch Overhaul and Adjustment Fixture 

Double Clutch Release Lever Clip Compressor and Hold-down Clips 

Clutch Disc Locator — Double Dutch ind 1 1 in. {27,9 on.} Single Clutches 

Clutch Disc Locator— 12 in. {30.5 cm.) and IS in. (33.0 cm.) Clutches 

Giuch Disc l.flcator— previous type Ford 2000, 3000 and 4000 Clutches, 

also all previous and current Ford 5000 Clutches 
Clutch Disc Locator— cur rem type Ford 2000, 3000 and 4000 Clutches 

Pilot Bearing Puller 

Fuller Adaptors (Set of two) 

> * > * Slide Hammer 

Internal Puller Adaptors (Set of rwo) 

Step Plate (Set of eleven) 

Seep Plate Adaptors {Set of six) 

,,, Puller Attachment (Small) 

Puller— Reversible Arm (Medium) 

. . Bushing Kit 

tU.S.A. only, 
•Escepi U.S.A. 



PAGE 50 






PART 5 

FOUR-SPEED 

TRANSMISSION 



PartS 

FOUR-SPEED TRANSMISSION 

Chapter 1 
SERVICING THE TRANSMISSION 

Section Fftf« 

1. Description and Operation ..♦,♦..., ,,•*>■»:..*♦■. * * 1 

2. Overhaul Shift*T Cover ,-„„■; , 1 

3* Overhaul Front End .*... ...i...r < «M..i.«ii 4 

4. Overhaul Rear End . . ♦ . , 6 

j» v^ompltte uvcrnau.1 t ,.*.*, rr i......... ..*..**** V 



Chapter 2 
SPECIFICATIONS AND SPECIAL TOOLS 

Section 

la UpCtl ll^- tttl vlll ■■■■■■■^■^■■■-^■■ir'-lr + fc I- K-k + + + + + + *-i-B*l'« ■■■"■■"■«■ ■^i«* A.V 

2. Special Tooli . , . T , 15 



1Q/W O FORD MOTOR CO. 1M# PAGE ■ 



PartS 



FOUR-SPEED TRANSMISSION 

Chapter 1 
SERVICING THE TRANSMISSION 



Section 



1. Description and Operation . , , . 



■ ■ * * * h * + i n i4 



Page 

. 1 



2. Overhaul Shifter Cover 1 



3. Overhaul Front End 



4 



4. Overhaul Rear End 



h + H + 



8 



5. Complete Overhaul 



. 9 



1. DESCRIPTION AND OPERATION 



The four-speed transmission. Figure 1, is equipped 
with constant mesh, helical gears in all: forward speeds. 
Input shaft, output shaft and countershaft are supported 
by tapered roller bearing?. Pre-load on these bearings 
is obtained through the use of metal shims located at the 
rear bearing retainers, A safety-type starter switch is 
located on top of the transmission cover assembly. As a 
safety feature, the starter switch will not el Sow the engine 
to start until the gearshift lever is placed in the neutral 
position, 



Reverse gear is obtained through a combination of 
spur and helical gearing. Sliding splined couplings are 
used with connectors to engage the gears. The couplings 
are sp lined internally to the connectors and slide over 
the engaging teeth on the side of each gear when the 
gearshift lever is moved. This locks the gear to the shaft 
through the coupling and connector. Transmission power 
flows for the four-speed transmission are illustrated in 
Figures 2 through 6. 



2. OVERHAUL SHIFTER COVER 



A. Removal and Disassembly 

1. Disconnect the safety starter switch wire. 

2. Remove the nine bolts that attach the shift cover 
assembly to the transmission case and lift the 
cover off the case- 

3. Remove the safety starter switch and plunger, 
Figure 7. 

4. Compress the gearshift lever spring and remove 
the spring seat as shown in Figure 8. 

5* Loosen the shift lever dust seal from the cover 
and remove the shift lever from the cover, Figure 7„ 

6, Inspect and repair or install new parts as required. 



B* Assembly 

1. Insert the shift lever in the cover and reposition 
the dust seal. 

2. Install the gearshift lever spring and spring seat, 
Figure 3, Move the lever to check for proper seat 
position. A clicking noise will indicate that the 
spring seat is improperly positioned. 

3. Install the safety starter switch and plunger. 

4. Position a new cover gasket on the case. Place the 
cover gasket on the case, with the gearshift lever 
properly located in the gearshift plates. Install 
the nine cover bolts and tighten them securely. 

5. Connect the safety starter switch wire. 



10/54 



FORD MOTOR CO. 1»4 



PAGE 1 



I* 



SAFETY STARTER SWITCH 



CLUTCH RELEASE BEARING 
SUPPORT 



CLUTCH RELEASE 
SEARING 



GEARSHIFT LEVER 

GEAR5HJFT LEVER SPRING 
SPRING SEAT 

SHIFTER PLATES 
2ND GEAR 
3RD GEAR 



i 



r«? 



I 




DETENT BALL AND SPRING 

1ST AND 3RD SHIFTER FORK 

1ST AND 3RD 
SHIFTER RAIL 

1ST GEAR 

SHIMS 

OUTPUT SHAFT BEARING 
RETAINER 

OUTPUT SHAFT BEARING 
OUTPUT SHAFT OIL SEAL 
OUTPUT SHAFT 
P. T. O, SHIFTER RAIL 

P. T, O. SUPPORT AND 
SHEFTER ASSEMBLY 



> 

31 



m 
m 

D 



33 

> 

■z. 



en 



CLUTCH RELEASE 
FORK 

CLUTCH RELEASE BEAJ 
RETAINER SPRING 

CLUTCH RELEASE BEARING 
SUPPORT ASSEMBtY 

INPUT SHAFT 
BEARING 

2ND AND 4TH 
SHIFTER FORK 



CLUTCH SLEEVE 
OIL SEAL 

COUNTERSHAFT REAR 
BEARING 

SHIMS 

COUNTERSHAFT ASSEMBLY 

REVERSE SHIFTER FORK 
REVERSE IDLER 
DRIVEN GEAR 
REVERSE IDLER 

REVERSE SHIFTER 
RAIL 

SLIDING COUPLING 









■CHAPTER 1 





Fig Lire 2 
Power Flaw— Firs! Gear 



Figure 4 
Powtr Flow— Third Gear 








Figurv 3 
Powar Flow— Second Gear 



Ffgure 5 
Powar Flow— Fourth Gear 



Figure I 
Power Flow— Reverse Gear 










1Q/M 



O FORD MOTOR CO. 1964 



PAGE 3 



■PART 5-FOUR^SPEED TRANSMISSION- 



3. OVERHAUL FRONT END 



Separate the tractor between the engine and transmis- 
sion as described in Part 15, "SEPARATING THE 
TRACTOR". 



3, Install the clutch release bearing and hub assem- 
bly, Position the release fork on the hub and 
install the clutch release bearing soringa. 



CXUTCH PEDAL BUSHING 



CLUTCH RELEASE BEARING: 



A. Removal and Disassembly 

1. Remove the clutch pedal and place it in a vise to 
facilitate bushing removal. 

2. Using Driver No. 810 and Handle No. 514, drive 
the bushing out of the pedal. 

B. Assembly 

L Position a new bushing with the chamfered end 
started in the bore of the pedal. 

2 + Using Driver No, 811 and Handle No. S14, install 
the bushing so that the end of the bushing is flush 
with the linkage side of the pedal. 

CLUTCH RELEASE SHAFT BUSHING; 

Ai Removal and Disassembly 

1. Disconnect the clutch release bearing retainer 
springs and remove the bearing and hub assembly. 

2. Remove the bolt that retains the clutch release 
fork to the clutch release shaft and withdraw the 
shaft and release shaft fork from the transmission 
case. 

3. Using Driver No. 80® and Handle No. 814, drive 
the clutch release shaft bushings out of the trans- 
mission case. 

B, Assembly 

1. Position a new hushing with the chamfered end 
started in the bore of the transmission case. Then, 
using Step Plate No. 630^3, drive the bushing into 
the bore until the end of the bushing is flush with 
the counter bore. Install the other bushing in the 
same manner. 

2, Install the clutch release fork and clutch release 
shaft in the transmission case. Be sure the shaft 
moves without binding. Align the bore in the 
shoulder of the release fork with the bore in the 
shaft and install a new retaining bolt. 



A. Removal and Disassembly 

1, Disconnect the clutch release bearing retainer 
springs and remove the bearing and hub assembly. 

2. Hold the clutch release bearing and tap the hub 
out of the bearing with a soft hammer. Inspect 
the bearing to determine if it has been turning on 
the hub. If score marks are present on the hub, 
install a new bearing and hub. 

B. Assembly 

L Place the hub and bearing in a vise using soft 
jaws and press the bearing on the hub being care- 
ful to keep the bearing aligned. 

2. Thoroughly clean the portion of the clutch release 
bearing support on which the hub slides. 

3. Install the release bearing and hub assembly- 
Position the release fork on the hub and install 
the clutch release bearing springs, 

INPUT SHAFT AND SUPPORT ASSEMBLY: 

A, Removal and Disassembly 

1. Disconnect the clutch release bearing springs and 
remove the bearing and hub assembly. Figure 9. 

2 r Remove the four bolts and lock washers that at- 
tach the clutch release bearing support assembly, 
Figure 11, to the transmission case. Remove the 
input shaft and support assembly as a unit. 

3. Slip the input shaft out of the bearing support. 

4. Remove the input shaft bearing with Puller No. 
951, Extension No. 930 -B. Puller No. 93S, and 
Wrench No. P-61 as illustrated in Figure 10. Re- 
move the bearing cup from the support with 
Bearing Cup Pulling Attachment No. 943 and 
Slide Hammer No, 943 -S. Remove the oil seal 
using Puller No, 956-2 and Slide Hammer. 

5. Inspect and repair or install new parts as required. 



PAGE 4 






■CHAPTER 1- 



DUST SEAl 



COVER 




LEVER ASSY. 


















SAFETY STARTER SWITCH 



OIL FILLER CAP PLUG 
GASKET 



SAFETY STARTER SWITCH PLUNGER 



SPRING 
SPRING SEAT 



STARTER SAFETY LATCH 



COVER GASKET 



2ND & 4TH SHIFTER RAIL 



2ND A 4TH GEAR SHIFTER FORK 







SHIFTER FORK SPRING 



REV, GEAR SHIFTER PLATE- 



1ST & 3RD SHIFTER RAIL 
1ST & 3RD SHIFTER FORK 
LOCKSCREW 



REV. SHIFTER FORK 



REV. SHIFT RAIL 



?*^D- 



^B— -SPRING SEAT 

GASKET 



1 

SHIFT PLATE PIVOT 
GASKET 

2ND & 4TH GEAR SHIFTER PLATE 



Figurft 7 
Shifting MachanUm— Di*UMmbled 



10/64 



© FORD MOTOR CO. 1SS4 



PAGES 



PART 5-FOUR^SPEED TRANSMISSION- 



3 







COMPRESSOR 
7227 



Figure B 
Removing Shift Lever Spring 



RELEASE BEARING SPRINGS 

X 




B. Assembly 

1, Place a 1^ ™> (34.925mm) ID. x 3 in< (76. 199mm) 
long sleeve on two arbor press split plates. Place 
the bearing in position on the input shaft and in- 
sert the splined end of the shaft through the 
sleeve until the inner race of the bearing rests on 
top of the sleeve. Place a suitable driver on the 
face of the shaft, then press the shaft into the 
bearing until the bearing bottoms on the shaft 

2. With Driver No. 630-9, install a new oil seal in 
the retainer with the lip of the sc?al facing toward 
the rear. Coat the sealing surface of the seal with 
grease. With Driver No, 630-15. install the bear- 
ing cup into the retainer* 

3h Coat the splines of the input shaft with grease and 
slide the shaft assembly into the bearing support. 
Rotate the shaft during assembly to prevent dam- 
age to the oil seal. 



PULLER 938 



WRENCH P -61 



* 




EXTENSION 930-8 










Figure 10 
Removing Input Shaft Bearing 

4. Position the input shaft and support assembly at 
the front end of the case and install the four bolts 
and lock washers. Tighten the bolts to the speci- 
fied torque, page 15, 

5. Install the clutch release bearing and hub assem- 
bly, and connect the clutch release bearing springs* 



Figure 9 
Removing Clutch Release Bearing 



PAGE 6 



-CHAPTER i. 




z 







* 



m 
a Q 

5 I 

O) c 

■— n 

Ik ■- 

w 



s 



< 

uu 

a 

ft! 
LU 



10 

r--: 
UU 
> 



10/64 



© FORD MOTOR CO. 1964 



PAGE 7 



-PART 5-FOUR-SPEED TRANSMISSION- 



4. OVERHAUL REAR END 



Separate the tractor at the rear of the transmission as 
described in Part 15, "SEPARATING THE TRAC- 
TOR." 



OUTPUT SHAFT OIL SEAL 



A, Removal and Disassembly 

L Remove the four bolts and lock washers holding 
the output shaft bearing retainer, Figure 1 L to the 
cane and remove the retainer. Keep the shims to* 
gether to facilitate assembly, 

2. With Bearing Cup Pulling Attachment No, 943 
end Slide Hammer No. 943-S. remove the oil seal 
from thr retainer. 



2, Remove the nut and lock washer that retains the 
P.T.O. shifter stop to the shift rail and remove the 
shifter stop from its location in the PT.O. clutch 
sleeve. Figure II. 

$, Remove the shift rail, detent ball and detent 
spring from the support housing, 

4. Remove the clutch sleeve from the assembly. 

5. The bearing cup must be removed in order Co 
install the oil seal. The cup and seal can be re- 
moved with Bearing Cup Pulling Attachment Nol 
<M3 and Slide Hammer No. 943-S. 

6. Inspect and repair or install new parts as required. 



B. Assembly 



B. Ahst'ikiMy 

1, Press a new seal in the bearing retainer with a 
Iftoin (6S.QSomm) O.D. x 3 in. (76.190mm) long 
sleeve. Coat the seal contact surface with a light 
film of grease. 

2, Place the shims and retainer assembly in the rear 
of the transmission case and install the four bolts 
and lock washers, Tighten the bolls to the speci- 
fied torque, page 15s 



P.T.O. SHIFTY R ASSEMBLY; 

A. Itrumvul and Disassembly 

I. Remove the four bolts and lock washers that attach 
the P.T.O. support and shifter assembly. Figure 
II, to the rear of the transmission case. Remove 
the assembly and keep the shims together to per- 
mit proper assembly. 



1. Install a new oil seal and the bearing cup in the 
support housing Using an arbor press and Step 
Plates No. 630-12 and No. 630-1 5. respectively. 
Coat the sealing surface cf the seal with grease. 

2. Place the P.T.O. clutch sleeve in the support 
housing with the widr land end of the sleeve fac- 
ing toward the bearing cup end of the support, 

3. Install the shift rail detent spring and ball. Figure 
11. Push the ball down for enough to permit partial 
insertion of the shifter rail into the housing. Then, 
place the shifter stop in the groove in the clutch 
sleeve and push the shifter rail into the shifter 
stop- Install the lock washer and nut and tighten 
the nut securely. 

4. Place the P.T,0. support and shifter assembly in 
position at the rear of rln transmission case, Bt 
sure the shims are located between the support 
assembly and case. Install the four bolts and lock 
washers and tighten to the specified torque, page 
15. 



PAGE S 



-CHAPTER V 



5. COMPLETE OVERHAUL 



Remove the transmission from the tractor At de- 
scribed in Part 15. "SEPARATING THE TRACTORS 



A* DitturiM'iiibly 

I* Remove the nine bolts that Attach the cover as- 
sembly to the transmission case and lift the cover 
off the case. 

2. Remove the shifter fork spring and the detent 
ball. Figure 7, that arc held in place by the cover. 

3. Disconnect the clutch release hearing springs and 
remove the bearing and hub assembly. Figure 9. 

4. Remove the four bolts and lock washers that at- 
tach the clutch release bearing support assembly. 
Figure 11, to the transmission case. Remove the 
input shaft and support assembly as a unit. 

5. Loosen the lock nut on the lock screw in the 1st 
and 3rd gear shifter fork. Figure 7. Back off the 
screw and slide the shifter rail out of the trans- 
mission case. Remove the shifter fork from its 
position in the output shaft connector coupling. 

6- Remove the shifter plate pivots and gaskets, Fig- 
ure 7, from each side of the housing and lift the 
plates out of the case. 

7, Remove the four bolts and lock Washers holding 
the output shaft bearing retainer, Figure 1 1 , to the 
esse and remove the retainer. Keep the shims to- 
gether to facilitate assembly. 

ft. Lift the output shaft gear assembly out of the 
case. It may be necessary to push the reverse gear 
shifter fork and 2nd and 4th gear shifter fork. 
Figure 7, toward the front of the case to provide 
clearance for removing the output shaft. 

9, Remove the shifter rail spring seat, gasket, spring 
and detent ball from the right side of the trans- 
mission case. Loosen the lock nut on the lock 
screw in the 2nd and 4th gear shifter fork, Figure 
7, and back off the screw. Remove the shifter rail 
cap plug from the rear of the transmission case 
and pull the shifter rail out of the case. Remove 
the shifter fork from its position in the counter- 
shaft connector coupling. 



10. Remove the four bolts and lock washers that 
attach the P. TO, support and shifter assembly, 
Figure 11. to the rear of the transmission case. 
Remove the assembly and keep the shims together 
to permit proper assembly, 

11. Slide the countershaft assembly. Figure 11* to the 
rear and lift it out of the case. 

12. Remove the reverse shifter rail spring seat, gasket, 
spring and detent ball from the left side of the 
transmission case, Figure 7. 

15. Loosen the lock nut on the lock screw in the 
reverse gearshift fork, Figure 7. and back off the 
lock screw. Remove the shifter rail cap plug from 
the rear of the transmission case and pull the 
reverse gearshift rail out of the housing. Remove 
the shifter fork from its position on the reverse 
idler driven gear, Figure 7, 

14. Pull the reverse idler shaft from its bore in the 
case and lift the gears and thrust washers out of 
the transmission. 

15. Remove the snap ring and Oring from the reverse 
idler shaft. Figure ll> 



B. Repair of Siib-AawnihKp* 

After the sub -assemblies have been removed from the 
transmission and disassembled! it will be necessary to 
follow the cleaning and inspection procedure as required 
below prior to repairing or installing the components as 
detailed in this section. 

1. Clean all old lubricant and dirt from the parts 
with a suitable cleaning solvent. 

2. To clean the bearings, rotate the bearings in clean- 
ing solvent Until all of the Old lubricant has been 
removed. Dry the bearings with compressed air, 
being careful not to spin them. Slowly turn the 
bearings by hand while directing the air at right 
angles, to prevent them from spinning. 

3. Inspect all bearings for wear, scores, discoloration 
from overheating or for missing rollers. Check 
bearing cups for wear, cracks, or scores. Check 
bearings for worn or bent retainers. Discard all 
defective bearings and cups. 



-0/64 



FORD MOTOR CO. 1964 



PAGE 9 



■PART 5-FOUR-SPEED TRANSMISSION- 



4- After inspecting the bearings, lubricate them thor- 
ough \y v and wrap each bearing in a clean, lint-free 
doth until ready for use, 

5. Inspect the transmission case for cracks, worn 
bearing bores, damaged threads, or other damage. 
Install a new cast if any of these conditions are 
evident. 

6. Discard all gears, couplings, and connectors that 
are worn, chipped, broken or otherwise damaged. 
Small nicks or burrs should be removed with a 
fine grinding stone- 

7. Inspect all shift lever forks, rails, and shift gates 
for wear and damage. Discard all defective parts 
as required. 

8. Install all new oil seals and gaskets at time of 
assembly. 

Output Shaft: The following procedure covers the dis- 
assembly and assembly of the output shaft and output 
diaft bearing retainer, 

1. With Bearing Cup Pulling Attachment No, 943 
and Slide Hammer No. 943-S, remove the rear 
bearing cup and oil seal from the retainer. 
Figure 11, 

2. Remove the 4th gear, thrust washer, and front 
bearing with Gear Puller No, 1002, as shown in 
"A", Figure 12. 



GEAR 
PUUER 1002 




Figure 12 
Removing Output Shalt Gears and Bearings 



3. Slide the 2nd gear off the shaft. 

4. Remove the 1st gear, thrust washer, rear bearing 
and oil seal sleeve with Gear Puller No. 1003 + as 
shown in Ji B h> , Figure 12. 

5. Slide the coupling, the connector, and 3rd gear 
off the output shaft, 

6. Inspect and repair or install new parts as required* 

7. Place the 2nd gear, 4th gear and thrust washer 
on the front of the output shaft. 

8. With an arbor press and a ?/& in, (22,225mm) 
LD. x 3 in, (76.199mm) long sleeve, press the 
output shaft front bearing on the output shaft. 

9. Place the 3rd gear, 1st and 3rd gear connector and 
coupling, and the 1st gear and thrust washer on 
the rear of the shaft. 

10. Press the rear bearing and oil seal sleeve on the 
output shaft -using an arbor press and a 1J4 in. 
(3B.l00mm) l.D, x 3 in. (76.199mm) long sleeve. 

Countershaft: The following procedure covers the dis- 
assembly and assembly of the countershaft. 

h Remove the countershaft front bearing cup from 
the transmission housing with Bearing Cup Pull- 
ing Attachment No. 943 and Slide Hammer No. 
943-S as shown in Figure 13. 

NOTE: It is not neceasary fo remove the expan- 
sion piug when removing the countershaft 
front hearing cup, 

2* With Bearing puller No. 951 and Gear Puller No. 
1002, as shown in ,f A", Figure 14, pull the coun- 
tershaft rear bearing and oil seal sleeve off the 
countershaft 

3. With Gear Puller No. 1003, as shown in "B*\ 
Figure 14, pull the countershaft drive gear and 
front bearing off the countershaft. 

4. Slide the countershaft 4th gear, 2nd and 4th gear 
connector and coupling off the countershaft. Slide 
the countershaft 2nd gear off the shaft. 



PAGE to 



-CHAPTER 1 



BEARING CUP 




- 



Figure 13 
Ra moving Countershaft Front Bearing Cup 



S. Inspect and repair or install new parts as required, C« Assembly 



6. Install the front bearing Cup in the transmission 
housing with Step Plate No. 630-15. 

7. Install in order on the countershaft, the counter- 
shaft 2nd gear, 2nd and 4th gear connector and 
coupling* countershaft 4th gear and countershaft 
drive gear, 

8. With an arbor press and a \y z in. (38 J 00mm) 
1*0. x 3 in* (76,199mm) long sleeve, press the 
countershaft front bearing on the countershaft 

9> Press the rear bearing and oil seal sleeve on the 
countershaft using an arbor prtrsa. and a Ityfr in. 
(34.925mm) ID. * 3 in, (76.199mm) long sleeve. 



Before beginning a complete buildup, the output shaft 
preload must be checked. This is accomplished by in- 
stalling the output shaft in the case as detailed in Steps 
12 through 17 of the following procedure. Check the out- 
put shaft preload with a cord and pull scale in the same 
manner as for the countershaft, illustrated in Figure 15. 
Preload should be checked when the lower gear forks 
are in neutral and with the top gear forks not installed, 
with the gears and bearings lightly oiled. Add or remove 
shims as required to provide specified preload. After 
establishing the correct preload,, remove the output shaft 
from the transmission case and begin the complete 
buildup, Lubricate all gears and bearings with the trans- 
mission lubricant before installing them in the case. 



to/« 



FORD MOTOR CO- IBM 



PAGE 11 



■PART 5-FOUR-SPEED TRANSMISSION- 



GEAR 

PULLER 1002 



GEARING PULLER 051 




GEAR 
A^PULLER 1003 




Figure 14 
Removing Countershaft Gears and Bearings 



L Install a new O-dng and circlip type snap ring on 
the reverse idler shaft. 

2. Position the reverse idler gear, reverse idler driven 
gear and thrust washers in the transmission case. 
Figure 8 shows their relative position in the trans- 
mission ease. The oil grooves in the front thrust 
washer must face the rear thrust washer end the 
tang on the back face of the rear washer must be 
located in the groove cast in the transmission case. 

3. Start the reverse idler shaft in the bore in the 
case. Align the washers and gears and slide the 
shaft into place, 

4. Position the shifter fork over the reverse idler 
driven gear and install the shifter rail in the hous- 
ing and fork. Install the lock screw in the shifter 
fork and secure the screw with a Jock nut. Install 
the reverse shifter rail cap* 

5. Install the detent ball, spring, gasket and shifter 
rail spring seat in the left side of the ease. 

6. Position the countershaft assembly in the trans- 
mission case. 



7 t Place the P.T.O. support and shifter assembly in 
position at the rear of the ease. Be sure the shims 
are located between the support assembly and 
case. Install the four bolts and lock washers and 
tighten to the specified torque, page IS. 

3. At this time, check the countershaft preload with 
the cord and pull scale, as shown in Figure 15, 
A stub shaft can be used as shown, or the P.T.O. 
shaft can be used if properly supported. The pre- 
load should be checked with the bearings and 
gears lightly lubricated. Add or remove shims as 
required to obtain the specified preload, page 15. 

N OT E : The reverse idler gear assem bly should 
be in place (shifter not engaged) when ike 
countershaft preload is checked. If the output 
shaft preload it on the low aide, the counter' 
shaft preload should be on the lone side also* 

9. Place the 2nd and 4th gear shifter fork in posi- 
tion in the coupling and install the shifter rail 
in the case and fork* Install the lock screw in the 
shifter fork and secure the screw with the lock 
nut Install the shifter rail cap. 

10. Install the detent balL spring, gasket, and shifter 
rait spring seat in the right side of the transmis- 
sion case. 



o 



■- 




PULL SCALE 36C0E 



Figura 15 
Checking Countershaft Bearing Preload 



PAGE 12 



"CHAPTER V 



11, Position the output shaft gear assembly in the 
transmission case, 

12, Prams a new oil seal in the rear bearing retainer 
with a 2ffa in. <65 t 087mm> 0,D, M 3 in. (76.199mm) 
long sleeve. Coat the seel contact surface with a 
light film of grease. Press the bearing cup in the 
retainer with a 2% in, (73.024mm) OD, st 3 in. 
(76.199mm} long sleeve. 

13, Place the correct shims and retainer assembly in 
the rear of the transmission case and install the 
four bolts and lock washers. Tighten the bolts 
to the specified torque, page IS* 

14, Position the input shaft and support assembly at 
the front end of the case and install four bolts 
and lock washers. Tighten the bolts to the spe- 
cified torque, page 15. 



15. Position the shift plates in the case with the finger 
of each plate located in the shifter rails. Install 
the gaskets and shifter plate pivots in the side of 
the case. 

16. Position the 1st and 3rd gear shift fork in the 
output shaft connector coupling. Slide the first 
and third shifter rail into the case and shifter 
fork. Install the lock screw in the shift fork and 
secure the screw with a lock nut. 

17. Place the shifter rail detent ball and spring in 
location in the case. Position a new cover gasket 
on the case. 

18. Place the cover assembly on the case with the 
gearshift lever properly located in the gearshift 
plates. Install the nine bolts and tighten them 
securely. 



10/64 



C FORD MOTOR CO. 1964 



PAGE 13 



Part S 



FOUR-SPEED TRANSMISSION 

Chapter 2 
SPECIFICATIONS AND SPECIAL TOOLS 



Section Page 

2. Special Toolt 15 



1. SPECIFICATIONS 
(NOTE: Tht following specification* tupart-ede tht sptcifications In th« t*xt<) 



Gear Ratios 

ISC * % + m * *■ * * * t r + - r- + m * m r ** * 



11.0:1 



2ad , . ., .. ... 9.06:1 

3rd 6.22;t 

T"tJ-li v ■ ■ I t I # I 4 I t ■ ■ ■ "■ ' ■* ■ « ^ i F ■ ' ■ ' ■ ■■■ ■ • ■ t ■ ■ an ■ ■ r £■ i7U ■ I 

I\CV ■ ■ ■«.■ + +■■■■■.■■■ ■ ■ ■ ■ ■■■■ ■■ ■■■■ ■ ■.■■■■■■«« tiUiJUil 



Lubricant 

Oil Type. . . . 
Oil Capacity. 



■ * - - ■ 



k m m * 1 ft 



M4G64A or M2CS5-A 

6,6 U.S. Quart* 

5,5 Imperial Quarts 
6 J Liters 



Torque 

P.T.O. Support and Shifter 

Assembly Bolt* 23-30 lbs. fL (3.1B— 4. 14 mkg) 

Output Shaft Rear Bearing 

Retainer Bolts 23-30 lbs. ft. (3.18—4.14 mkg) 

Clutch Release Bearing Support 

Bolt* , 40-50 lbs. fL {5.S3— 6.91 mkg) 

Gearshift Cover Assembly 

Bolts 23-39 lbs. ft. (3.18—4.00 mkg) 

Shifter Fork Lock Nut. . . 23-39 lb*, ft. (3.18-4.00 mkg) 



Preload 

Output Shaft ,..27 47 lb*. puU (1 2,25-21.32 kg) 

Countershaft. „ 22-44 lbs. pull (10.00-20.00 kg) 



2. SPECIAL TOOLS 



Tool No. 



Description 



P-61 , . . Ratchet Wrench 

630-3. , Step Plate 

630-9, ..*... ... . . . Step Plate 

ww T la-i hi- _ ■ i - "'■fw*'F+am*m-mm*tm**m**mima- *J JUm jjJ BV WHA* 

630-15 . . . , ....,,, Step Plate 

930-B.. . . + -.,.,.. .Extension 

93fi ...,... + . t ,., t n. .. ♦ Push Puller 

943 Bearing Cup Pulling Attachment 

9434s .Slide Hammer 

951 Bearing Pulling Attachment 



Tool No. Description 

954 * ...«,, > < . ».».*.,. , .Pilot Bearing Puller 

1002 * Puller 

1003 , . Puller 

3600-E . Pull Scale 

7227 .,,*..,.., * ,• * ., ...:V . Shift Lever Spring Compressor 

OL'O . .- . -, , i-iai fcj I- iti*ptt ■ + ■¥■♦ ■■!-■*■ *-*■* ■« ■ ■ ijnirwj 

SlUi ■ ■ j ■ j l ■ ■ ■ ■■■■ >■■• ■ r ■ i ft- 4 m 4 h I 4 I 1 I » I I I- ft UT1 T Ci 

ail.... ..*■........,,....,,.,*.♦,...,.,.,. Driver 



13/« 



O FORD MOTOR CO, 1W6 



PAGE 15 



PART 6 

SIX-SPEED 

TRANSMISSION 



Part 6 

SIX-SPEED TRANSMISSION 

Chapter 1 
SERVICING THE TRANSMISSION 

L Description tnd Operation ♦ . . . 1 

2. Shift Lcvcn ud Cover OvtrhitU .*.-,♦ * , „ *. » * . , , 1 

3 Front Bad Overhaul .*,,.«»■ 5 

4. R«t End Overhaul *,*»*,-,«*«. , . . 9 

5. Complete Overhaul . ¥ . T . ¥ ,,.,....., 4 J5 

Chapter 2 
SPECIFICATIONS AND SPECIAL TOOLS 

1. Spetincttiaat ...«», , ..,..,,,, 21 

2. Special Tooh , 22 



H/l* C FORD MOTOR COMPANY LTD., 1964 



Part 6 



SIX-SPEED TRANSMISSION 

Chapter 1 

SERVICING THE TRANSMISSION 



Section F*S* 

1. Description and Operation . .„■«».... .-.-.^ , 1 

2. Shift Levers and Cover Overhaul ,...<.•... • -<■*> 1 

3. Front End Overhaul i* „ - , . . , 3 

4. Rear End Overhaul 9 

5. Complete Overhaul 15 

t DESCRIPTION AND OPERATION 


















This constant mesh type transmission, Figure 1* provides 
six forward and two reverse gear ratios selected by two levers 
mounted on the top cover plate. The longer (main) lever 
selects three forward and one reverse ratio, while the shorter 
(secondary) lever provides a High and a Low range in each 
gear* Figure 4. 

A safety feature incorporated in the top cover is an electrical 
switch which is connected in series with the starting circuit 
and allows the starter motor to be operated only when the 
main gear Lever is in the neutral position. 

With the exception of the helical gear drive to the P.T.O. 
and main countershafts > the gears are of the spur type* all the 
gears being in constant mesh and the gear train connections 
being made by sliding the couplings and connectors. 

Two types of Six-Speed Transmission are availably one 
with conventional transmission F.T.G* and the other with 



Live F.T,0 + The components which differ in the two assem- 
blies are illustrated in Figure 2. 

The main countershaft on the Iran amission P<T t O T version 
is splined internally to accept the external splines of a short 
F.T.O* countershaft. In the live P.T.O. version, an e^ura pair 
of constant mesh helical gears transmit the drive from the 
P.T.O. clutch to the P.T.O. countershaft. 

One of these gears is integral with the P.T.O. input shaft 
and revolves around the outside of the main drive input shaft. 
The other helical gear is splined onto the forward end of the 
P + T,0> countershaft where it is driven by the P.T.O. input 
shaft. 

The normal engineering procedure of making the bearings 
a press fit on the shafts and a push fir in the housing has been 
employed and, unless it is necessary to replace the bearings, 
or to gain access to other components, it is recommended that 
they are not removed irom the shafts. 



2. SHIFT LEVERS AND COVER OVERHAUL 



A- Disassembly 



L Remove the rubber cover and disconnect the wires 
from the starter safety switch. Unscrew the nine re- 
taining bolts and spring washers from the cover and 
remove the cover and levers as an assembly. 

2. Unscrew the safety switch from the top of the cover. 



Remove the two self-locking bolts retaining the roller 
support plate to the switch retainer. Remove the plate* 
the actuating connector, the roller and the plunger 
from their locations. Figure 3. 

NOTE: J\o attempt should be made to remove 
the TTMtin shift lever atop plate or the *nritch 
retainer. Figure 3, which are riveted onto the 



11/64 



FORD MOTOR COMPANY LTD., 1964 



PAGE 1 



PART 6-SIX-SPEED TRANSMISSION 



£* 



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PAGE 2 









CHAPTER 1 




RELEASE BEARING 
HUB SUPPORT 



LIVE PXO. INPUT 
SHAFT 



MAIN DRIVE 
INPUT SHAFT 



MAIN COUNTERSHAFT 



-UVE P.TA 

COUNTERSHAFT GEAR 



UVE P.T.O 
COUNTERSHAFT 



TRANSMISSION P.T.Q. RELEASE 

BEARING HUB SUPPORT 



MAIN DRIVE INPUT SHAFT 




CLUSTER GEAR 
MAIN COUNTERSHAFT 






Figure 2 

Live and Tram million P.T^O. Componcnti 



DRIVING SPLINES FOR 

TRANSMISSION P.T.O 
COUNTERSHAFT 



TRANSMISSION PT Q 
COUNTERSHAFT 



caver, a& iheme pant arm tervicmd am an ammmmbty 
with the arvmr. 

Using a file or hacksaw, partially cut through the gear 
shin lever spring retaining dips, completing the cut 
with a hammer and chisel. Having first removed die 
shift lever balls, withdraw the levers through the cover. 



54FETV SWfTCH 



B. Inspection and Repair 

1. Using a suitable test bulb, wires and battery, Figure 5, 
tesi: the starter safety switch for correct operation by 
depressing the operating button which should close the 
circuit and light the test bulb. On releasing the opera- 
ting button the test bulb should be extinguished. If the 
switch is faulty install i new part. 

2« Check the rivets retaking the safety switch components 
for tightness. 

3. Inspect gear shift lever ends and all sliding parts for 
wear or damage and install new parts as necessary. 



C. Assembly 

1. Pass the gear shift Levers through the cover, installing 
the retainers and springs. Compress the springs and 
secure with new spring retaining clips. Screw the balls 
onto the gear shift leva*. 



RIVETS 



GEAR LEVER 
STOP PLATE 



ACTUATES 
CONNECTOR 




OPERATING PLUNGtR 
AND ROLLER 



ROLLER SUPPORT PLATE 



Figure 3 

Safety Switch Operating Componinta 

2* Screw the safety switch into the switch retainer. Posi- 
tion the safety switch actuating connector and install 
the plunger, operating roller and roller retaining plate, 
Figure 3. Screw in the two self-locking retaining bolls. 



1104 



Q FORD MOTOR COMPANY LTD., 1K4 



PAGE a 



<T3 

m 




1st GEAR 




2nd GEAR 




3rd GEAR 




REVERSE GEAR— HIGH 




3 



4th GEAR 



1st-3rd 4th -6th LOW 



2nd " 6th highIow high 




5th GEAR 




REVERSE GEAR - LOW 




6th GEAR 



> 

33 



I 



in 

u 
m 

m 
D 



tft 



cv> 



Figure 4 
Power Flow and Shift Pattern Diagrams 



CHAPTER 1 



Tighten the bolts to the specified torque, {See Specifi- 
cations, Chapter 2.) 

£, Using a new gasket, position the gear shift lever and 
cover assembly and screw in the nine retaining bolts 



and spring washers. Tighten the bolts to the specified 
torque. (See Specification > Chapter 2.) Reconnect the 
wires to the safety switch and install the rubber cover. 



£S_ 



V^ 



OPERATING 
BORON- 




5 



SWITCH 



BUTTON DEPRESSED— CLOSED CIRCUIT-BULB ON 
BUTTON RELEA5ED-0PEN CIRCUIT-BULB OFT 



+ 



-9 



BATTERY 




BULB 



Figure 5 
Saftty Switch T««t Circuit 




Figur* S 
dutch Operating Linknga 



3. FRONT END OVERHAUL 



A* Diaasaembly 



1. Remove the plug, Figure 13, and drain the transmission 
oil. 

2, Separate the engine and front axle assembly from die 
transmission (See Part 15). 

^ Remove the clevis pin securing the clutch release rod 
clevis to the dutch release shaft arm. 

4. Lever the release shaft return spring off the cast lug on 
the inside of the front end of the transmission bousing, 
Figured* 

5. Unscrew the self-locking nut from die bolt securing 
the clutch release fork to the release shaft and withdraw 
the shaft from the housing. 

6. Remove the release fork and return spring followed by 
the release bearing and hub assembly. 



7* Remove the five bolts retaining the clutch release 
bearing huh support and remove the hub support 
assembly. 

Live P.T.O, Transmission 

Remove the Live P.T.O. input shaft and release 
bearing hub support as an assembly , 

8* Remove the seven self- locking retaining bolts and with- 
draw the front support plate. 

Live P.T.O. Transmission 

a. As the front bearing nn the Live P.T.O. counter- 
shaft is housed in the bottom of the plate, take care 
to withdraw the plate squarely, 

b. Use Tools Nos. T.7072 and T.7077, Figure 14{A), or 
Tools Nos* SW.501 and SW.501-2, FigureH CB), to 
remove the Live P.T.O. countershaft front bearing. 



tl:6* 



© FORD MOTOR COMPANY LTD., 1W 



PAGE 9 



PART 6-$IX-$PEED TRANSMISSION 



c. Refer to Pari 15 to separate Che transmission from 
the rear axle assembly. 

cL Remove the snap ring from the rear of_thc Live 
P/T.O. countershaft and slide off the coupling 
sjeewe. 

c. Remove the snap ring retaking the Live F.T.O- 
countershaft to the rear support plate and drive the 
countershaft rearward until the Live P*T.O* 
countershaft gear can he removed at the front. 

°. Remove the snap ring retaining the main drive input 
shaft and bearing assembly in the transmission casing, 
and withdraw ihe shaft and bearing assembly forwards. 

B* Inspection and Repair 

Clutch Release Bearing Hub Support Assembly 

1. Inspect the main drive input shaft oil seal in the huh 
support for weir or damage. If necessary remove the 
seal using Tools Nos. 943, 943-S and FT,943, Figure 
7* Install a new seal using Tool No, 630-9 and a 
suitable driver. 

Lira P.T+O* Transmission 

a. Remove the large snap ring at the rear of the hub 
support and drive me P,T*0. input shaft and rear 
bearing assembly out of the hub support. 

b. Inspect the rear oil seal in the huh support and if 



RELEASE BEARING | 
HUB SUPPORT 




1 ' TOOL NO 6M-7 



REAR BEARING 




Figure 7 
Removing Input Shaft OH Seal (Trait*, P.T.O-> 



TOOL NO, 951 I 

j * ■" 

Figure 8 
Removing Live P.T,0» Input Shaft Rear Bearing 

worn or damaged remove the seal using Tools Nos* 
H% 943-S and F + T,943 in a similar manner to that 
shown in Figure 7. 

c Lightly grease the new teal and install making sure 
that the sealing Up faces to the rear. Tool No. 630-15 
reversed will provide ■ suitable flai surface io locate 
against the seal when driving ft into position. 

d. Inspect the gear teeth and the oil scat journals on 
the Live P.T.O. input shaft for damage or excessive 
wear and check the rear bearing for wear or damage. 
If necessary , remove the snap ring from the shaft 
and withdraw the rear bearing using Tools Nos. 
JQ03, 951 and 630-7, Figure 8, 

c. Install the bearing onto the shaft using Tools Nos. 
1003, 951, 630-4 and 625- 3 + Secure the bearing to 
the shaft with the appropriate snip ring. 

f. If necessary, remove the front oil seal and needle 
roller bearing from the Live P.T.O. input shaft* 
withdrawing seal and bearing in one operation, 
Bring Tools Nos* 954 and 955- M, Figure 9, 

g. When installing a new needle roller hearing, make 
sure that the manufacturers name, which is stamped 
on the bearing shell, faces outwards. Use Too] No. 
630-3 with a hammer and drift to drive the bearing 
into the input shaft. Make sure the bearing seats 
against the shoulder in the bore of the input shaft. 
Lightly grease the oil seal and locate it on the spigot 
of Tool No. 630-4. Use a hammer and small punch 



PAGE a 



CHAPTER 1 






LIVE P-T.O. INPUT SHAH 



OILSEAL 



TOOL NCI 964 




Figure 9 

Removing Uve P.T.O, Input Shaft Front Oil Seal 
•nd Roller Bearing 

to punch the seal into position against the shoulder 
in the shafts Figure 30, 

NOTE: Mnfre murm that Tool JVo. &36* i i» fr** 
Jrom burr* or mharp edgei to avoid damage la 
the seat* 

h. Drive the Live F.T.O. input shaft and bearing 
assembly into the hub support and secure with the 
appropriate snap ring. 

Main Drive Input Shaft Assembly 

1 . Remove the needle roller bearing* which is a loose fit 
in the bore at the gear end of the input shaft, Figure 1 1 . 
Check the bearing and the bore in the shaft for wear 
and install new parts if necessary, 

2. Inspect the oil seal journals and the gear teeth of the 
shaft for excessive wear or damage. Cheek the hall 
bearings for wear or damage, If necessary:, remove the 
snap ring and draw the beating off the shaft using 
Tools Nos. 952, 930B\ 930E, 938, P61 and 924, 
Figure 12. 

NOTE: if a hydraulic pre** is ovailahlr, only 
Tool .'Vo^ 952 is required* 

Press the bearing onto the shaft using tools 952j 1002 
and 630-5 until it is seated firmly against the gear. 
Secure with the appropriate snap ring. 

Clutch Operating Component* 




TOOL N0.63M 



Figure 10 

Installing Live P.T.O. Input Shaft Front ON Seal 

L Inspect the release bearing and hub, the release fork, 
the return spring, and the release shaft and bushings, 
and if any pan requires servicing, refer to Part 4, 
Clutches. 



SNAP WWG 



INPUT SHAFT 







PILOT BEARING BORE 



PILOT BEARING 



Figure 11 

Main Drive Input Shaft Component* 



11,64 



FORD MOTOR COMPANY LTD., 1964 



PAGE 7 



PART 6-SIX-SPEED TRANSMISSION 



I 



TOOL NQ P.61 




Fl put 1* 

Removing Main Drivo Input Shaft R«ar B earl no 



C Assembly 

1. Instill che main drive input shaft and bearing assembly 
in the trammis sion case and secure with the appropriate 
soap ting* 

Liv* P.T.O. Transmission 

a. Position the Live P.T.O, countershaft gear in the 
front compartment, and push the countershaft for- 
ward to engage in the splines of the gear. 

b. Protect the spigot at the rear of the P.T,0, Counter- 
shaft and drive it into the rear support plate. Secure 
the P.T.O, countershaft rear bearing to the rear 
support plate with the appropriate snap ring. 

c. Use i convenient length sleeve 1 in (25.4 ram) I.D. 
and 1 1 in (34-9 mm) O.D. to drive the Live P.T.O. 
countershaft from bearing into position against the 
gear. 

2, Using a new gasket, position the support plate into the 
trans mission, case and screw in the seven self-locking 
bolts. Tighten the bolts to the specified torque, (See 
Specifications, Chapter 2) 

ilvi P.T.O* T ran jm 3 s si on 

Proceed as described in Step 2 above, but note the 
front support plate houses the P.T.O. countershaft 
front bearing and therefore muse be tapped in a 



sufficient amount at the bottom to allow the seven 
retaining bolts to be screwed in. The plate may then 
be drawn evenly into position by tightening these 
bolts a little at a time, 

3. Position a new gasket on the release bearing hub 
support then slide the support assembly over the main 
drive input shaft, taking care not to damage the oil seal. 
Screw in the five retaining bolts and tighten to the 
specified torque. (See Specifications, Chapter 2*) 

Live P.T.O. Transmission 

Locate a new gasket on the dutch release bearing 
hub support, slide the P.T.O. input shaft and hub 
support assembly over the main drive shaft and 
secure to the front support plate in a similar manner 
to that detailed in Step 3. 

4. Position the clutch release bearing and hub assembly 
on the release bearing hub support. 

5. Pass the release shaft through the left hand side bushing 
in the transmission case enough to install the release 
shaft return spring, Figure 6. 

6. Locate the release fork arms in the slots in the release 
bearing hub, then push the release shaft through the 
bore in the fork. Install the bolt and loeknut to secure 
the fork to the shaft, and tighten to the specified torque. 
(See Specifications, Chapter 2.) 



PAGE 8 



CHAPTER 1 




Figure 13 
Laval Plug and Drain Plug 

7. Place tike outer end of the return spring on the lug can 
on the inside of the tram mission housing and lever the 
other end onto the web of the release fork, Figure 6. 



NOTE* Make mure the release fork is not bind* 
ing in the *ht§ in the release bearing hub. 




Figure 14(A) 
Removing Live P.T.O. Countershaft Front Bearing 

8. Join the engine and front axle assembly to the trans- 
mission (See Part 15), 

9. Install the drain plug and remove the transmission level 
plug, Figure 13, Mil the transmission to the level plug 
hole with oil of the specified grade (See Specifications, 
Chapter 2), Install and tighten the level plug. 



4. REAR END OVERHAUL 



A. Disassembly 



L Separate the tractor at the transmission to rear ask 
centre housing flange [Sec Part 15). 

Live P*T.O* Tranimliilon 

a. Suitably support the transmission assembly and 
separate the tractor at the transmission to engine 
flange (See Part J 5), 

b. Remove the dutch release bearing and hub, fork, 
spring, release shaft, hub support and front support 
plate as detailed in Section 3A- 

c. Remove the P.T.O. countershaft front bearing 
using Tools Nos. T.7072 and T.7077jOr Tools Nos. 
SW501 and SW.501-2, FEgures 14(A) and (B). 
Make sure that the sliding pep of Tool No, T,7I3?2 
locate in the clearance slots in the P.T.O. counter- 
shaft gear, Figure 14. 



2. Remove the snap ring and coupling sleeve from the 
rear of the P,T>0, countershaftj then remove the 
locking wire and the ten bolts securing the rear support 

plate. 

3. Rtmove the rear support plate and P«T,0. countershaft 
as an assembly, Figure 16. 

NOTE: The plate may he a tight Jit on its 

etotcriit'd toratinn on the rear f af** ttf the trans- 
mission, in which rase it trill be necessary to 
lever it awov, 

Live P*T.O* Tram minion 

Support the Live P.T.O* countershaft gea^ and 
drive the countershaft rearwards until the rear 
support plate assembly is free from its do welled 
location in the housing. Remove the Live P.T,G. 
countershaft gear,, then withdraw completely the 
rear support plate and Live P.T.O. countershaft as 



fl/M 



© FORD MOTOR COMPANY LTD., IBM 



PAGE fr 



PART 6-SIX-SPEED TRANSMISSION 




Figure 14(B) 
Removing P.T.O. Countershaft Front Bearing 

an assembly, as Indicated in Step 3 above. 

4. Partially withdraw the secondary countershaft assembly 
until the front bearing is out of its location. Rest the 
assembly on the bottom of the rear compartment ami 




I SECONDARY COUNTERSHAFT 
ASSEMBLY 

l 




Figure 19 
Removing Output Shaft 



Figure 16 
Removing Rear Support Plate 

withdraw the output shaft immediately above it. The 
secondary countershaft assembly can then be lifted out, 
Figure 15. 

5. Remove the High/Low sliding coup-ling Emm the rear 
of the maimhaft. Figure 17. 

•r 

B. Inspection and Repair 

P.T.Q. Countershaft Assembly 

L Remove the snap ring retaining the P.T + 0. counter- 
shaft rear bearing and push the shaft and rear bearing 
rearwards out of the support plate, 

2. Inspect the countershaft and the rear bearing and, if 
necessary, pull the bearing off the shaft using Tools 
Nos, 1002, 951 and 625^ Figure 18. 



PAGt 10 



CHAPTER 1 



REVERSE IDLER SHAFT 



.tlh SLIDING COUPLING 




MAIN COUNTERSHAFT 



T COUNTERSHAFT 
DRIVING SPUNES 
RANS MISSION P.T.O} 



SNAP RING RFTAlNrNG 
SECONDARY COUNTERSHAFT 

FRONT BEARING 



P.1A COUNTERSHAFT 






TOOL NO 951 




Figure 17 

mission Rear Compartment 



REAR BEARING 



Figure 18 
Removing P.T.O. Countershaft Rear Bearing 



3. Drive a new rear bearing onto the P.T.O. countershaft 
using a convenient length skeve I A *Q (36-5 mm) LD. 
and 1| in (44 4 mm) O.D, and a hammer.* Figure 19, 

4> Inspect the Live P.T.O. countershaft gear and front 
bearing and, if necessary, install new parts. 

Rear Support Plat* 

1 . Inspect the rear support plate for distortion, cracks or 
other damage, and if necessary use a new part on 
assembly, 

2. Inspect the P.T.O. countershaft oil seal in the rear 
support plate and if necessary remove the snap ring, 
and drive the seal forwards out of the plate with ■ 
suitable drift. Assemble a new oil seal to the rear 
support plate using Tool No. 630-13 with a suitable 
driver and secure with the appropriate snap ring, 

3. Inspect the output shaft oil seal and if necessary drive 
the seal from the rear support plate using a suitable 
drift. Assemble a new output shaft oil seal using Tool 
No. 630*16 and a suitable driver, 

NOTE; Makm jure that thr waling lips on both 
Gil seat* are tightly gretwed hirfur* ansembty* 



Output Shaft Assembly 

1. inspect the output shaft rear bearing and, if necessary, 



draw off the output shaft gear, thrust washer, rear 
bearing and oil seal sleeve in one operation using Tools 
Nos. 1003 and 625-1 } Figure 2L 





CONVENIENT LENGTH SLEEVE 

lit in {36-5 mmj ID. AND 

l$in(4Mmrn.)OD. 





P.T.Q COUNTERSHAFT 



Figure 19 
Installing P.T.O, Countershaft Rear Bearing 



M E.4 



© FORD MOTOR COMPANY LTD,, t&W 



PAGE It 



PART e-SIX-SPEED TRANSMISSION 



PILOT BEARING 
ASSEMBLY 



SLIDING COUPLING 



OUrPUT SHAFT GEAR 




OUTPUT SHAFT- 



REAR EEARING 



OH. SEAL SLEEVE 



Figure 24 
Ex pi ad ad view of Output Shtft Componanti 



2. Inspect the bushing in the output shaft gear, tod the 
location on the output shaft where the gear runs. Mate 
the shaft and gear and check for free play. Replace any 
damaged or worn parts (Sec Note below), 

NOTE; The output mhaft genr and busA, and 
alma the out put thoft and ttiding coupling, are 
serviced aw matched ajwemblies. 

%. The output shaft oil seal sleeve, Figure 20, should be 
examined and, unless in goad condition* a new part 
installed. (Sec Step 5 below.) 

4. Inspect the High Low sliding coupling, and the con- 
necting splines on the output shaft, for wear or damage 
and install a new vbaft and coupling (matched) 
assembly if required. 

5. Position the output shaft gear on the shaft so that the 
dog- teeth on the gear adjoin the dog-teeth integral with 
the 5ihJ.it , F%pn 20. Assemble the thrust washer, 



aligning the flats an the washer with the flats on the 
shaft, and install the rear bearing and the oil seal 
sleeve, making sure the chamfered end of the sleeve 
faces away from the bearing, Draw the bearing and oil 
seal sleeve into position using Tools Xos. 1003* 952, 
625-2, Figure 22. 

6. Inspect thf output shaft pilot bearing and if necessary 
remove the pilot bearing from the output shaft using 
Tools Nos, 1002, 951 and 625-2, Figure 23. 

NOTE : in order to obtain tufficient grip an the 
pilot bra ring inner track % the rolierw can be 
easily putint from the bearing inner track a** 
aembly tiling a pair of ptiers. Tttal So. 95 i it 
then mounted an the inner track groove* (See 
Figure 2&). 

7. Drive a. new pilot bearing inner track assembly into 
position in the output shaft using a sleeve, 1 in 
(354 mm) LB, and 1} in (34-9 mm) 0,D. of con- 



PAGE 1* 



I 



CHAPTER 1 




Figure 21 

Removing Output Shaft Rear Bearing and 
Oil Seal Sleeve 



OH SEAL SLEEVE 



WASHER 



TOOL NO. 1003 




*— TOOL NO, 625-2 
REAR BEARING 



TOOL NO. 952 



Figure 22 

Installing Output Shift Rear Bearing and 
Oil Seal Sleeve 



venient length, and a hammer. 

NOTE: if a neve pilot bearing inner track and 
roller assembly i* i n i tti lied* a n#tc ouler track 
niuK be installed in the mains fvaft, as inner and 
outer trades arm serviced a* a matched asmiembly. 



Secondary Countershaft Assembly 

1 . Inspect the secondary countershaft rear bearing and if 
necessary remove using Tools Nos, 1003, 951, 630-5 
and 625-2* Use the same tools to install the new 
bearing. 

2. Similarly inspect the secondary countershaft front 
bearing and, if necessary;, remove using Tools Nos. 
1003, 951, 630-5, 625-2 and two pieces of steel rod 
^ in (4 8 mm) diameter and 2 in (SOB mm) long. The 
two pieces of sreel rod are inserted through the driving 
holes in the gear, Figure 24, to contact the bearing. 
The assembly is then mounted in the tools indicated 
above, so that the rods push the bearing off, Figure 25, 
Use the same tools as In Step 1 above to install the new 
front bearing, 



C. Afwmbly 

NOTE : Bearings, bushings, and alt sliding sur- 
faces should be lightly lubricated an assembly. 

L Make certain that the High, 1 Low sliding coupling is 



engaging the dog-teeth on the rear of the main-shaft 
and that the High/Low shift fork is located in the 
groove of the 4th /6th sliding coupling, Figure 17. 






TOOL NO. 1002 



TOOL NO. 625-2 



PILOT BEARING 
INNER TRACK 




TOOL 1WX95T 



* J 



Figure 23 
Removing Output Shaft Pilot Bearing 



11,64 



C FORO MOTOR COMPANY LTD., 1964 



PAGE 13 



PART 6-SIX-SPEED TRANSMISSION 



REAR SCARING 




Vjm 



FRONT BEARING 



STEEL ROD I 

|m.'(4S mm ) 

DiA AND 

,2 in. (SOS mm.} 

LONG 




"COL 

NO. 

G25-2 



j TOOL 

NO. 

BSO-fl 



RODS^.In. 
(4-B mm j 
D1A. AND 

2 in. 
(503 mm.) 

LONG 






TOOL NO, 951 



REAR SEARING 



Figure 24 
Positioning Steel Reds in Secondary Countershaft 



Figure 25 
Removing Secondary Counler shaft Front Bearing 



2, Make sure the snap ring, located immediate in front 
of the secondary countershaft front bcarifg in the 
tram mission case, Figure 17, is in posit 
proceeding, 

3, Place the secondary countershaft asseml 
approximate location, hut resting on the bot 
compartment. 

4, Locate the output shaft and push it into po; 



before 



in it) 
of the 



tion. 



5* Tap the secondary countershaft forward squarely until 
the front bearing: is felt to seat on the snap f rsg in the 
transmission case. 



iare 



6. Using a new gasket, locate the rear supt >rt plate, 
aligning the two dowels on the rear face of he trans- 
mission and tap the support plate into positi n. Install 
the ten retaining bolts and tighten to the specified 
torque {See Specifications, Chapter 2 of this} art) and 
secure with suitable locking wire* 

7. Pass the P.T.O. countershaft and bearing lassembly 
through the secondary countershaft and local; it in the 
splines in the main countershaft. Protect Ac spigot 
with a suitable sleeve and tap the P,T,0. countershaft 
and bearing into the rear support plate and secure with 
the appropriate snap ring. 



Llvt P.T.O, Tnin amission 

a. The PT.O, countershaft gear (which 



splincd 



onto the front of the Live P.T.O- countershaft) 
must be placed in position in the front eompan- 
meat, and the Live P.T.O, countershaft pushed 
through the rear in engage the splines in this gear, 
Figure 3* Install the retaining snap ring in the rear 
support plate. 

NOTE : If a neic Lwv P*T*0* trounterwhaft gear 
iff being installed th* untatl thrutt washer and 
snap ring must he potitiativd inside the hub at 
the front of the gear prior la ittAtullutttm. 

b. Using a sleeve 1 in (254 mm) LD, and 1 1 in (34-9 
mm) O.D, of convenient length, drive the front 
bearing onto the Live P.T.O. countershaft to seat 
firmly against Lhe countershaft gear. 

8, Install the P.T.CX coupling sleeve onto the rear of the 
P,T.O + countershaft and secure with the appropriate 
snap ring. 

9. Refer to Part 15* for instructions for joining the tractor 
at the transmission to rear «Je centre housing flange. 

Live P.T*0* Tranimisifon 

a. Sec Section 3C for instructions for installing the 
front support plare, the release bearing hub support, 
the release bearing and hub assembly* the release 
fork, return spring, release shaft, and release rod+ 

b, See Part 15 for iru [ructions on rejoining the tractor 
at the transmission to engine Range. 



PAGE 14 



— CHAPTER 1 




HlGKfLOW 
PLUNGER 



2nd-5th'1sl-3rrf 

PLUNGER 




REVERSED 
SHIFT RAIL SORE 



Ith-aumtVERSE 
PLUNGER 



SfTONG 



Ut-3rd)2n^5lli \ 
SHIFT RAIL, 
flORE 




HIGH/LOW SHIFT FORK 



Figure 26 
Detent Plungers. Spring and Ball 



Figure 27 

Removing Installing High Low Shirt Fork 



5, COMPLETE OVERHAUL 



A. Disassembly 



1. Refer to Part 15 for separating the tractor at the engine 
and at the rear axle, thus removing the transmission as 

an assembly, 

2. Refer to Section 2A of this Part for removing the gear 
shift levers and cover assembly. 

3. Refer to Section 3 A for removing the clutch operating 
components, the clutch rdease hub support and the 
front support plate. 

4. Refer to Section 4A for removing the rear support plate 
assembly, the secondary countershaft , and the output 
shaft. 

Gear Shift Mechanism 

L Extract the three shift rail plungers and springs from 
their bores, Figure 26. Pull the High Low shift fork 
rearward and remove the sliding coupling. Loosen the 
lockout; remove the screw retaining the High/Low 
fork, Figure 27, and remove the fork to the rear. 
Rotate che High/Low rail until the screw and locknut 
retaining the shift connector are uppermost. Loosen 
che bctautj Ttmove the screw and slide the rail out to 
the rear, removing the shift connector. 






INTERLOCK BORE PLUG 




- 









Figure 2S 
Left-hand aide of Tranimiasion 



11/M 



© FOflD MOTOR COMPANY LTD , 1944 



PAGE IB 



PART 6-SIX-SPEED TRANSMISSION 




Figure 29 
Mai nth aff R^ar Bearing Retaining Flats 



NOTE; As each shift rail is removed, be sure 
that each of the three shift rait detent bait* is 
collected front the rail support bores* 

2. Loosen the lockouts and remove the retaining screws 
from the remaining shift forte and connectors. Remove 
the forks and connectors as each rail is withdrawn 
rearwards. 

NOTE : The 4th/6tk shift fork is removed at a 
later operation due to its inaccessibility at this 
ntage* 

3. If necessary extract the screwed plug from the left-hand 
side of the transmission ease* Figure 28, and remove 
the interlock plunger from the bore, 

Mtrnihaft Assembly 

1. Remove the two self-locking bolts, Figure 29, holding 
the mains haft rear bearing retaining plate onto the 
transmission case,, and remove the retaining plate, 

2. Using suitable snap ring pliers, remove the snap ring 
from the forward end of the mainshaft 

3. Withdraw the mainshaft rearwards removing the gears, 
sliding couplings, connectors and thrust washers one 
by one- 

NOTE: Keep the respective sliding couplings 
and cofinsctors in pairs, as they are inatrfwd 
assembllms. 



Reverse Idler Assembly 

L Unscrew the reverse idler shaft retaining screw situated 
on the outside of the transmission case, Figure 28. 
Push the idler shaft forwards and lift out the 4th/6th 
shift fork. 

2. Withdraw the 4ih/6th coupling to the rear. Push the 
reverse idler shaft out to the rear, and lift out the 
reverse idler gear. 

Main Countershaft Assembly 

1. Remove the snap ring, retaining the main countershaft 
rear bearing, from the transmission case. Using Tool 
No. 63(M (or 630-5 for Live P,T.O. Transmissions) 
and a suitable drift, drive the countershaft rearwards 
unci] both bearings arc qui af their locations in the 
transmission case and the assembly is loose in the 
bottom of the transmission. 

2. Place suitable wooden blocks behind the duster gear 
so that the shaft can be driven rearwards through the 
cluster gcaT and front bearing. Withdraw the counter- 
shaft through the rear compartment and remove the 
cluster gear and front bearing from the main trans- 
mission compartment* 

H, Inspection and Repair 
Transmission Caae 

L When the transmission has been completely dis- 
assembled, the case should be thoroughly cleaned 
inside to prevent small particles of metal or dirt causing 
subsequent damage to bearings, oil seals, and gears, 

2. Inspect the case for cracks or other damage and, if 
beyond repair, use a new case on assembly. 

Main shaft Assembly 

1 . The mainshaft should be carefully examined for exceg- 
i sive wear or damage, and if necessary a new part used 

on assembly, 

2. The mainshaft gears must be checked for wear or 
chipping, and if necessary new gears used on assembly. 

3. Inspect the reverse and the lst-3rd/2nd-5tb sliding 
couplings and connectors, making sure the couplings 
slide freely on the connectors. If installing new sliding 
couplings, or their respective connectors, make sure 
the couplings and connectors arc installed as matched 
assemblies, 

4. Examine the mainshait rear bail bearing and if neces- 
sary, remove the two snap rings from the mainshaft 
and use Tools Nos. 1003, 951 and 625-2 to draw me 
bearing off, Figure 30* 



PAGE IB 



T 



CHAPTER 1 - 



5, Install i new mainshaft rear bearing using Tools Nos. 
1003, 951 and 630-11. Position the snap ring to retain 
the ball bearing. 

6, The output shaft pilot bearing outer track can be re- 
moved from (he mainshaft by means of a hammer and 
i suitable small punch located in the two holes provided 
through the mainshaft gear. 

NOTE: TA# output shaft pilot bearing outer 
trark rannul be rrmtntrd fruift- *hm mainshaft 
until the mainshaft rear bearing im drawn off* 
if a nenc outer track is in stall,' it the inner ruca 
on the output shaft mutt alto be installed as the 
pit tit bearing is serviced us a matched a utembly* 

7, Press the output shift pilot hearing outer track into the 
rear of the mainshaft using Tools Nos. 1002 and 630-8, 
Figure 3L 

Main Countarahift 

1 . Examine the main countershaft for wear or damage and 
if necessary use a new part on assembly. 

2, Examine the main countershaft rear bearing, and re- 
move, if necessary, using Tools Nos, J0O3j 952 and 
630-4. Use Jools 952, 1003 and 630-5 to press on the 
new bearing. 

Uva P.T«0, Tranamliaton 

On Live P.T.O. transmissions the main counter- 
shaft is not internally sp lined and Tool No, 630-5 
is more suitable than Tool No* 630-4 for removing 
the rev bearing in Step 2 above. 

Reverse Idler Aittmbly 

1. Mate the reverse idler shaft and gear and check for free 
play, also examine the teeth on the gear If necessary, 
use new parts on assembly. 

NOTE; ;Vo attempt should hr made to install 
the reverse idler gear hushing alone* as it is 
servired as an assembly with the gear* 

Gear Shift Mechanism 

1. Examine the shift forks and connectors for wear or 
distortion and use new parts, if necessary) on assembly. 

2. Examine the detents on the gear shift rails for wear, 
and check the rails for straightness by rolling them on 
a flat surface, Renew any damaged parts on assembly, 

3. Make sure the detent balls and plungers are not 
sticking in their bores, If necessary, use a fine abrasive 
paper to clean the plungers and balls. Lubricate the 
parts on assembly. 



TOOL NO, 635-2 



TOOL NO, torn 



* 



- 




REAR BALL 
BEARING 



Figure 30 
Removing Mainshaft Rear Bearing 



C. AMembly 

NOTE : Clean all components thoroughly in a 
gasoline or kerosene bath before installation. 
Searings, huthings* and all sliding surface* 
should be tightly lubricated on assembly* 

Main Countershaft 

1. Tap the main countershaft front bearing into the Trans- 
mission case to seat against the snap ring, 

2, Rest the cluster gear in the bottom of the main com' 
partment, with the large helical gear io ihe froni. 

3* Pass the main countershaft and rear beating assembly 
in from the rear compartment io engage in the internal 
splines of the cluster gear. 

4. Use Tool No. 630-4 (630-5 for Live P.T,0. Trans- 
mission) and a suitable drift and hammer to drive the 
main countershaft assembly forward into the front 
bearing. When in position, retain with the snap ring 
behind the rear bearing. 

5, Install the 4th-6th coupling onto the rear of ihc main 
countershaft with the shift fork groove to the front, 
Figure 17. 

Reverse Idler Assembly 

L Insert the reverse idler shaft through the rear com* 
partment, larger diameter forward, into the main 



11/W 



© FORD MOTOR COMPANY LTD., tW 



PAGE 17 



I 



2nri-5lh/Ul4rd 
SLIDING COUPLING 



1st-3nJ GEAR 



REVERSE GEAR 



2nd-51h GEAR 



PHOSPHOR-BRONZE 
THRUST WASHERS 



MAIN DRIVE 
INPUT SHAFT 



-e 



SNAP RING 



THRUST WASHER 



■>- 



CLUSTER GEAR 




REVERSE 



SLfDING COUPLING 




MAfNSHAFT 



HIGH/LOW 



/ 



^24tJ^ 



57t 



MAIN COUNTERSHAFT 




16t 



33t 



■■■'"'■ "■*! 



tssss 



v^ 



Lru 



In 



_/ 



SLIDING COUPLING 



OUTPUT SHAFT GEAR 



OUTPUT SHAFT 



V 



-T__ 




37t 



20t 



SECONDARY COUNTERSHAFT 



Uh4th SLIDING COUPLING 



REVERSE IDLER GEAR 



Figure 31 
Gear Identification diagram 



CHAPTER 1 




Figure 33 
Installing Output Shaft Pilot Searing Outar Track 



compartment. Hold the reverse idler gear in position 
with the hub of the gear faring Forward* and push the 
shaft through the gear. 

2. Plash the shaft forward enough to allow the 4th-6th 
shift fork to be mo tinted on the small diameter of the 
shaft! making sure the fork is located in the groove in 
the 4th 6th sliding coupling , Figure 17, 

3. Secure the shaft with the retaining screw and rubber 
coated sealing wisher located through the left-hand 
side of the transmission case, Figure 28. 

Mainihaft Am emtaly 

1. Pass the m&inshaft through the rear compartment 
assembling the gears to the shaft in the folio wing 
sequence, Figure 31. 

a. Snap ring. 

b. Reverse sliding coupling and connector assembly. 

c. Phosphor-bronze thrust washer, 
d* Reverse gear (dog-teeth rearward), 
c* Phosphor-bronze thrust washer. 

f. lst-3rd gear (dog-teeth forward). 

g, lst-3rd/2nd-5th sliding coupling and connector 
assembly. 



b_ 2nd-5rh gear (dog-teeth rearward), 

i. Thrust washer, 

j. Snap ring, 

2. Position the mains haft rear bearing retaining plate, 
secure with the two self-locking bolts, Figure 29, and 
tighten to the specified torque. (See Specifications, 
Chapter 2.) 

Gear Shift Mechanism 

t. Tf necessary, insert the interlock plunger into the bore 
on the left-hand side of the housing and replace the 
screwed plug, Figure 28. 

2. Pass the 4th-6th shift rail into the shift rail bore on the 
left-hand side of the transmission face with the single 
detent to the front. 

3. Assemble the Reverse shift fork onto the rail so that the 
operating tongue is located in the slot in the 4th-6th 
shift; fork mounted on the reverse idler shaft. 

4* Slide the rail forward until it locates in the front 
support bore. Screw in the shift connector retaining 
screw and locknut and tighten to the specified torque, 
(See Specifications, Chapter 2.} 

NOTE: Before inmialtmg the Ut-$rdf2nd-Slh 
thift rail, make jture that the 4th-6ih/Reverme 
shift rail is in the neutral potitinn beeaute 
fiihe.rwiae the interlock plunger will prevent the 
I*i-3rd/2nd-£th rait from entering the front 
ittppvrt bore. 

5* Assemble the lsr-3rd,2nd-Sth shift rati into the second 
bore from the left-hand side of the housing, with the 
three detents to the rear, and position the lst-3rd 1 2nd- 
5th shift fork and the shift connector on the rail. 

6. Slide the rail forward until it locates in the front sup- 
port bore Screw in the shift fork and connector re- 
taining screws and lockouts, and tighten to the specified 
torque. (Sec Specifications, Chapter 2,) 

7. Install the High/Low shift rail into the right hand bore. 
Assemble the shift connector onto the extreme forward 
end of the rail, and also the High Low fork to the rear 
end of the rail in the rear compartment, Figure 27. 

8. Screw in the respective retaining screws and lockouts 
and tighten to the specified torque. {See Specification, 
Chapter 20 

9. Locate the High/ Low sliding coupling, positioning it 
on the dog-teeth at the rear of the niainshaft, Figure 17* 

10. Lightly lubricate and position the three shift rail 
detent balls, springs and plungers in their bores, 
Figure 26, 



ii/W 



© FOfiO MOTOR COMPANY LTQ Jf 1964 



PAGE 19 



Remaining Assemblies 



PART 6-SIX-SPEED TRANSMISSION 



1. Install the secondary countenmaftj output shaft and 
rear support plate assembly as described in Section 4C. 

2* Install the front support plate, the release bearing hub- 
support, and the clutch operating components as 
described in Section 3C 

3. Make sure that all gears and shafts rotate freety, and 



that the s 
tive gears 



tiding couplings will engage with their respec- 

i. 

4. Install the gear shift levers and cover assembly, as 
described in Section 2C. 

5. Rejoin the tractor at the transmission to engine flange, 
and also at the transmission to rear axle centre housing 
flange as described in Part 15. 



PAGE SO 









Part 6 



SIX SPEED TRANSMISSION 

Chapter 2 
SPECIFICATIONS AND SPECIAL TOOLS 



Se«lioa 
1 . Specifications 



21 



opCCJSJ I OOJS »•«!.*» 



. ■ . 4. »■ ■ 1 ■ ■ ■ p J- + + I ■ • + ■ 1 






1. SPECIFICATIONS 



Six 
Two 
In Line 

17/57 (Helical) 
17/57 (Helical) 



Number of Speeds, Forward 
Number of Speeds, Reverse 

Type of Drive Line 

Main Drive Input Gear Ratio . . 
Live P.T.G. Input Gear Ratio . . 
Oil Capacity: 

(110 Qrs. ILK,) (13-2 Qls. U.S.) (12-5 Ltrs.) 

Ford Specification. General Specification* 
ESEN-M2C85-A (S,A,E, SO E.R) 

or or 

ESN-M2C77-A (S.A.E. 20W/3O) 



Oil Grade; 



Number of Shift Levers Two 

Bearing Types : 

oh an *| . , . *,,..«,.,.« Call 

Pilot .1 . . ., T , . , T , Straight Roller 

Reverse Id ler and Ou [put Shaft Gear Phosphor- Bron zc 

Bushing 
P.T.O, S|?egd; 

(Lire and Transmission) 540 r.p.m. at IS 10 

Engine r.p.m. 



Ground Speed Chart : 



Gear 



Ratios 



Ground Speed* 



1000 



1250 



Engine ^r,pjn.» 
500 



Transmission Final m.p.h. k.p.h. m.p.h. k.p,h. m.p.i 



J 750 



1 900 



Diesel only 

2000 



k.p.h. m.p.h. k.p.h. m.p.h. k.p.h. m.p,h. k.p.h. 



1st 



2nd 



30-53 



188 27 69 111 86 139 1* 



1-67 1-21 1-94 1-31 2-11 1-38 2-22 



17-03 



10502 1-24 2 00 155 2 49 1-86 



2-99 217 349 2 36 3 79 243 3-99 



3rd 



10-27 



63-33 206 3-32 2 58 414 305 



4 97 3-61 5-80 3 91 6 30 412 6-63 



4th 



7-54 



46-50 2-80 4-51 3 50 5-63 K?0 



6 76 4-90 7 88 5-32 S 56 5-60 9 01 



5ih 



5 73 



35-33 369 5-94 4-61 743 5-54 



8*91 6-46 10*40 7-44 11-29 7-33 11-SB 



6th 



254 



15-66 3-33 13 41 10 41 16-76 12SC 



20-11 14-58 23-46 1583 25-47 16-66 26 81 



Reverse Low 



18-69 



115-25 1-13 1-82 1-41 2 23 l-6< 



2-73 198 349 2-15 346 2-26 ' 3-64 



Reverse High 



6-29 



38-79 3 36 5-41 4-20 6-76 5-tt 8-11 5-88 9 46 6 38 1 10-27 6-72 10 61 



*Ground Speeds Based on 6-17:1. Rear Axle Ratio and 11-2/10-28 Rear Tyres 



■; 6V 



<g) FORD MOTOR COMPANY UTD., 19S7 



PAGE 2\ 



L 



PART 6 - SIX-SPEED TRANSMISSION 



Tightening Torque* 

Rear Support Plate Assembly 
Retaining Bolts 

Main Shaft Rear Bearing Re- 
tainer Plate Bolts 

Front Support Plate Retaining 
Bolts 

dutch Release Bearing Hub 
Support Retaining Bolts (Live 
and Transmission F.T.O.) 



Pound*. Feet 

23-29 

6-8 
(72-96 lbs. in.) 

23-29 



23-29 



Metre- 
Kilograms 

34&-4-00 
083-1 10 

318-4 00 

318-4 00 







Metze- 


Tightening Torques 


Pounds. Feet 


Kilograms 


Dutch Release Fork Retaining 






Bolt and Locknut 


23-30 


318-415 


Gear Shift Fork Retaining Screws 






and Loeknuts 


20-25 


2 76-345 


Reverse Idler Retaining Bolt 


15-19 


207-2 63 


Shirt Levers and Cover Assem- 






bly Retaining Bolts 


23-29 


3-1S-400 



2. SPECIAL TOOLS 



Tool Mo. 


Description 


Tool No. 






1003 


. Puller — Single end arm /Large 


TJ072 


1002 


, Puller — Reversible arm/ Medium 


T.7077 


■ '■- ■ 


- 


952 


, pulling Attachment 'Large 
. Fulling Attachment/ Small 


P.61 .. 






951 


933..,, 


* i ■ 


, 


630-S 


. Step Plate Adaptors (Set of Eleven) 


930- B 


T T ■ 


■ 


630-T .... 


. Step Plate Adaptors (Set of Six) 


930-E 






625-A .... 


. Shaft Protectors (Set of Sbt) 


924,., 


h 4 ■ 


a 


?*J h + + IIIKH 


Internal/External Pulling attachment 


Steel Rods . * 


943-S 


, Slide Hammer 




FT.943 .... 


. Internal Pulling Adaptors (Set of Two) 


Sleeve 


955-14 . .♦. 


. Puller Adaptors (Set of Two) 




954, 


Pilot Bearing Puller 


Sleeve < 


1 ■ ■ 


<r 



Description 

Special Bearing Fuller 

Tubular Spanner 

Heavy Duty Ratchet 

Push-Puller 

Push-Puller Legs (Set of Two) 

Short Legs (Set of Two) 

Female Threaded Adaptors (Set of Two) 

ft in. (4-8 mm.) Dia. and 2 in. (50-3 mm.) 

Long (Two Pieces) 
1 in. (25 4 mm,) I,D. and 1 1 in. (34 9 mm.) 

G,D, of suitable length 
1£ in, (36-5 mm.) IJ>, and 1J in. (444 

mm.) O.D. of suitable length 



PAGE 22 



PART 7 

SEVEN 

AND 

EIGHT-SPEED 

TRANSMISSION 



Part 7 



SEVEN AND EIGHT-SPEED TRANSMISSION 

Chapter 1 
DEXTA 2000, SUPER DEXTA 3000 AND MAJOR 4000 



Section 



Page 



1. Inscription and Operation 



r , V V , i * 



2. Shift Levers and Covtr Overhaul . , - . 6 



3. Front End Overhaul ..,,.*♦ ► - « 7 



4. Rear End Overhaul 



i I h r • - • X\J 



5. Campleie Overhaul * *-■ »• «•:,•* , . 22 



6. Seven-Speed Transmission 



■ ■ r p i t - J 



Chapter 2 

SUPER MAJOR 5000 



Section 



30 



Pa 



S* 



1 . Description and Operation ,,.**, 



33 



2. Shift Levers and Cover Overhaul 



P I T # T ¥ * P 



33 



3, Front End Overhaul 



r -f + + + *■ 



♦ 37 



4. Rear End Overhaul 



ridlPI-l-pp 



39 



5* Complete Overhaul 



rri-r a -ll|t>rr¥* 



44 

r r * + + ■> ■ rid * ■» 



6 + Seven-Speed Transmission ♦ , . - *-*•••-*.•■* 50 

Chapter 3 

SPECIFICATIONS AND SPECIAL TOOLS 



Section 



Pwgf 



1. Specifications . .. f . ►»,., 



53 



2, Special Tools , . 



. . ^ 



4 4 ■ P + * * 



58 



2/65 



gi FORD MOTOR COMPANY LTD.. 1A65 



PAGE I 



Chapter 4 
DUAL POWER TRANSMISSION -FORD 5000 AND 7000 

Section h^e 

1 . Description and Operation 65 

2. Planetary Gear Set Overhaul 69 

3* Pressure Testing ..,..* SO 

Chapter 5 
DUAL POWER TRANSMISSION TROUBLE SHOOTING, 
SPECIFICATIONS AND SPECIAL TOOLS 

Section Page 

1 . Trouble Shooting ,.,.,., 83 

2. Specifications ....... ,,»» r . ..,.•. , 85 

3. Special Tools T + .*.»><*. + . + .,■ * h + , S7 






PAGE ii 



Part 7 



SEVEN AND EIGHT-SPEED TRANSMISSION 



Chapter 1 
DEXTA 2000, SUPER DEXTA 3000, AND MAJOR 4000 

Set (con Page 

1 . Description and Operation . . * . * ,., > I 

i 

2. Shift Levers and Cover Overhaul 6 

3. Front End Overhaul . ♦ + H , . , t ♦ , . ;•■.•.•.*■« 7 

4. Rear End Overhaul ,,♦...,*,„ ., , . . „ , , , , , 16 

5. Complete Overhaul , **** , ,22 

6. Seven-Speed Transmission ..,,,,»..,„ , + 30 



1. DESCRIPTION AND OPERATION 



Dexta 2000 and Super Dexta 3000 



This constant mesh type transmission, Figure 1, provides 
eight forward and two reverse gear ratios selected by two levers 
mounted on the top cover plate. The longer (main) lever 
selects four forward and one reverse ratio, while the shorter 
(secondary) lever provides a High and a Low range in each 
gear, Figure 3* 

A safety feature incorporated in the top cover is an electrical 
switch which is connected in series with the starting circuit 
and allows the starter motor to be operated only when the 
main gear lever is in the neutral position. 

With the exception of the helical gear drive to the P.T.O. 
and main countershafts^ the gears are of the spur type, all the 
gears being in constant mesh and the gear train connections 
being made by sliding couplings and connectors. 

Two types of this transmission are available, one with con- 
ventional transmission P.T.O. and the other with Live P.T.O, 
The components which differ in the two assemblies are 
illustrated together in Figure 4. 

The main countershaft on the transmission P.T.O. version 
is splined internally to accept the external splines of a short 
P.T.O. countershaft. In the live P.T.O. version an extra pair 
of constant mesh helical gears transmit the drive from the 
P.T + Q* clutch to the F«T,0. countershaft. One of these gears 



is integral with the P.T.O. input shaft and revolves around the 
outside of the main drive input shaft. The other helical gear is 
splined onto the forward end of the PT.O. countershaft 
where it is driven by the PT.O. input shaft. 

Major 4000 

The eight-speed transmission on the Major 4000, Figure 2, 
is available with either Independent P.T.Q: 3 Transmission 
P.T.O. or Less P.T.O. For all PT.O. types, the main and 
secondary compartments are identical in layout to the Dexta 
2000/Super Dexta 3000 eight-speed transmissionj many of the 
components being interchangeable. 

The Major 4O00 transmission^ however, differs in the main 
drive and P.T.O. input components and in the mains hafi and 
mainshaft gears. The main differences are as follows: 

AM P.T.O. Types 

1. The gear shift lever cover is made of cast iron instead 
of pressed steel. The layout and components , however, 
differ only slightly from the pressed steel type, 
Figures 6 and 7. 

2, The mainshaft has three different working diameters, 
Figure 5* and is only splined in two locations to accept 
the gear shift connectors. The gears supported by the 

mainshaft have internal bushings* 



a/es 



© FORD MOTOR COMPANY LTD.. 1965 



PAGE 1 



PART 7-SEVEN AND EIGHT-SPEED TRANSMISSION 




PAGE 2 



CHAPTER 1 




c 
o 



* 1 

I? 



a 
7 









2/06 



© FORD MOTOR COMPANY LTD . S965 



PAGE 3 



m 



-a>n 




1st GEAR 




4th GEAR 




7th GEAR 





1sl-5th 

t 



riJlnS 



*n 




2nd GEAR 




5th GEAR 



2nd-6th 41h-8th 



3rd-7th REVERSE 



LOW 



HIGH 




3 



6th GEAR 




8th GEAR 




REVERSE HIGH 



REVERSE LOW 



> 
H 



< 



U 



i 
CO 

m 
m 

D 



7 
> 



Vi 



Figure 3 
Power Flow and ^Mft Pattern Diagrams 



CHAPTER 1 



RELEASE BEARING 
HUB SUPPORT 



LIVE P.T.O. INPUT 
SHAFT 



MAIN DRIVE 
INPUT SHAFT 




COUNTERSHAFT GEAR 



LIVE p.m 
COUNTERSHAFT 



TRANSMISSION P.T.O. RELEASE 
BEARING HUB SUPPORT 



MAIN DRIVE JNPUT&H AFT 




DRIVING SPLINES FOR 

TRANSMISSION PJ.O. 
COUNTERSHAFT 



TRANSMISSION P.T.O. 
COUNTERSHAFT 



CLUSTER GEAR 
MAIN COUNTERSHAFT 



Flqum 4 
Uv* and Trimi minion P.T.O, Component*— Pexla 290$, Super Dexta 3000 



3. The main drive input shaft has a bigger gear compared 
with the Dexte/Super Dam. (See Specifications, 
Chapter 3.) This necessitates * bearing retaining plate. 
Figure II, to allow assembly and disassembly of the 
input shaft. The front half of the main countershaft 
cluster gear, Figure 50, is correspondingly smaller 
than that in the Dcxta/Super Dexta transmission, 
Figured. 

4. The Independent P.T.O. input shaft has no front 
bearing and the oil seal is located internally at the rear. 
The forward end of the shaft is sptined direct bio the 
clutch cover, providing a constant drive* 

Transmission P.T.O. Typ* 

5. The P.T.O. input gear is splincd on to the main drive 
input shaft providing a drive to the P.T.O, counter- 
shaft only when the clutch is engaged, The main drive 
input shaft is composed of two pieces, splined together. 
This allows the P.T.O. input gear and front bearing 
to be removed and installed, Figure 11. 



Lift P.T.O. Type 

6. Transmissions less P.T.O* are virtually identical to 
models with Transmission P.T.O, but all the P + T,0. 
components are removed and a sealing plug is located 
in the rear support plate where the P.T.O. counter- 
shaft would otherwise pass through. 



The normal engineering procedure of making the bearings 
a press fit on the shifts and a push fir in the housing has been 
employed, and unless it is necessary to install new bearings, 
or to gain access to other components, it is recommended that 
[hey are not removed from the shafts. 








i 



MAJOR -1000 



E>EXTA 2000 AND 
SUPER DEXTA 3000 



Figure 5 
Main «h Aft Types 



2 65 



© FORD MOTOR COMPANY LTD„ 1«5 



PAGI 9 



PART 7-SEVEN AND EIGHT-SPEED TRANSMISSION 



2. SHIFT LEVERS AND COVER OVERHAUL 



A. DUufembiy 

1. Remove the rubber cover and disconnect the wires 
from the starter safety switch. Unscrew the nine 
retaining bolts and spring washers from the cover and 
remove the cover and levers as an assembly. 

Dexta£000 and Super Dexta 3000 Only 

2 + Remove the wo self-locking bolts retaining the roller 
support plate to the switch retainer. Remove the plate, 
the actuating connector, the roller and the plunger 
from their locations, Figure 6. 

NOTE: y<* attempt shouid be ttintie to remove 

thet main shift I trier atop pi ate or ttltr itltiteh 
retainer ^ which are riveted to the cover at there 
part* are tertitrd as an assembly with the eater. 

Mftjor 4000 Only 

a. Remove the two self-locking bolts retaining the 
roller support plate and the switch retainer to the 
cover, Figure 7. Remove the roller support plate, 
the switch retainer, the actuating connector, the 
roller and the plunger. 

b. Unscrew the four self-locking holts and remove the 
gear lever stop plate from the cover. 

3. Using ■ hie or hacksaw, partially cut through the gear 
shift lever spring retaining clips, completing the Cut 



SAFETY SWITCH 



SHIFT LEVER STOP PLATE 



RIVETS 



GEAR LEVER 
STOP PLATE 



ACTUATING 
CONNECTOR 







OPERATING PLUNGER 
AND ROLLER 

ROLLER SUPPORT PLATE 




SWITCH ACTUATING 
CONNECTOR 



SWITCH RETAINER, 

AND ROLLER SUPPORT 

PLATE 






Figure • 
Safety Switch Operating Components 



Figure 7 
Safety Switch Operating Components (4000} 

with a hammer and chisel. Having first removed the 
shift lever balls, withdraw the levers through the cover. 

B. Inspection and Repair 

1, Using a suitable test bulb, wires and battery, Figure 8, 
test the starter safety switch for correct operation by 
depressing the operating button. This should close the 
circuit and light the test bulb, On releasing the oper- 
ating burton the test bulb should be extinguished. If 
the switch is Faulty, install a new pan. 

2 + Inspect the cover for cracks or other damage, and if 
necessary, use a new part on assembly, 

Dexta 2000 and Super Dexta 3QOQ 

1. a. Check the two locating dowels,, one in each gear 
lever, for excessive wear or looseness. 

b. If necessary remove the dowels and drive new parts 
into each lever. 

Major 4000 

a. Inspect the two locating dowels one in each shift 
lever socket and if necessary drive them from the 
caver with a suitable punch. 

b. Install new dowels prior to assembling the levers. 



PAGES 



CHAPTER 1 




swrrcK 



OPERATING 
BUTTON 



BUTTON DEPRESSED-CLOSED CiRCUIT^BUlB ON 
SUTTON RfLEASED-OPEN CIRCUIT-BULB OFF 




BATTERY 




Figufn 1 
Safety Switch Tut Circuit 

4, Inspect the gear shift lever ends And all sliding parts 
for wear or damage and instill new parts as necessary* 

Assembly 

1. Pisa the gear shift levers through ihe cover* installing 
the retainer and springs. Compress the springs and 
secure with new spring retaining clips* Screw the balls 
onto the gear shift levers. 



Daxti 2000 and Supar Oixti 

2. a. Screw the starter safety switch into the switch 
retainer. 

b. Position the switch actuating connector and install 
the operating plunger, roller, and toller support 
plate, Figure 6. 

c Install the two self-locking bolts to the retainer and 
tighten to the specified torque, (See Specifications, 
Chapter 3.) 

Major 4000 

l Screw the safety twitch into the top of the shift 
cover. 

b. Position the shift lever stop plate, Figure 7, and 
install ihe four self- locking screws. Tighten the 
screws to the specified torque (See Specifications, 
Chapter 3.) 

c Position the switch retainer, the actuating con- 
nector, the operating plunger, the operating roller 
and the roller support plate, Figure 7. 

d. Install the two self-locking retaining screws and 
tighten to the specified torque. (See Specifications 
Chapter 3.) 

3. Using 1 new gasket, position the gear shift lever and 
cover assembly on the case, arid screw in the nine 
retaining bolls and spring washers. Tighten the bolti 
to the specified torque. (See Spedficatkms, Chapter 3.) 

4. Reconnect the wires to the safety switch, and install 
the rubber cover. 



3. FRONT END OVERHAUL 



A. Disassembly 



1 . Remove the drain plug, Figure 26, and drain the trans- 
mission oil. 

2. Separate the engine and front axle assembly from the 
transmission (See Part 15.) 

3* Remove the clevis pin securing the external dutch 
release rod clevis to the clutch release shaft arm, 

4. Lever the release shaft return spring off the cast Lug 
on the inside of the front end of the transmission 
case, Figure 9. 

5. Unscrew the self-locking nut from the bolt securing 
the clutch release fork to the release shaft and withdraw 
the shaft from the housing. 

6. Remove the release fork and return spring followed by 
the release bearing and hub assembly. 



1. Remove the five bolts retaining the clutch release 
bearing hub support and pull the hub support out 
forwards* 

Dexta 2000 and Super Dtxta JOOO-Live P*T.O. Only 

Remove the Live P.T.O. input shaft and release 
bearing hub support as an assembly. 

Major 4000-lndepandvni P.T.O* Only 

Remove the Independent RT.O. input shaft and 
release bearing hub support as an assembly. 

3. Remove the seven self-locking retaining bolts and 
withdraw the front support pi arc. 

Dexta £000, Suptr Daxta 3000-Liva P.T.O,; and 
Major 4000-1 ndapandant P.T.6. arid Trans mission 
P.T.O. 



W0 



C FOW> MOTOR COMPANY LTD., IMS 



PAGE 7 



-PART 7-SEVEN AMD EIGHT-SPEED TRANSMISSION 




Figure 9 
Clutch Operating Linkage 

The P.T.O, countershaft from bearing is located in the 
from support plate so care must be taken to withdraw 
the plate squarely 



Dexta 2000, Super Dexta 3000, Transmission P.T.O. 
and Live P.T.O- 

9, Remove the snap ring retaining the main drive input 
shaft and bearing assembly in the transmission case 
and withdraw the shaft and bearing assembly forwards. 

Oexta 2000, Super Dexta 3000-Llve P.T.O,; and 
All Major 4000 tranamlealona 

NOTE: For irariamup/en lew P.T.O, ignore 
steps a, b, c t d T and e< 

a. Use Tools Nos, T.7D72 and TJ077 for Tool Ho, 
SW'501-2) to remove the P.T.O- countershaft 
front bearing as shown for the Dexta 2000j Super 
Dexta 3O0O 4 in Figures 10(A) and 10(B). 

b- Separate the tractor at the transmission to rear axle 
centre housing, (Sec Part 15,) 

c Remove the snap ring, which retains the coupling 
sleeve to the P.T.O. countershaft and remove the 
sleeve, 

NOTE; The Major 4900 with Independent 
PST*Q, hot nn hydraulic pump driving gear 
instead of a coupling sleeve* This gear is 
enrlasrd by a ntrrl shraud, Rt'moL'f the shroud 
by cutting the locking wire and removing the 
/irn 1-etaitii fig i»iltx. Rcrttnfc 'ftp €irtfip f aftd 
slide off the hydraulic pump driving gear* 




Figure 10(A) Figure 1Q(B) 

Removing Live P.T.O., Countershaft Front Bearing- 



PAGE B 






CHAPTER 1 



p.m INPUT 
— &HAFT 



MAIN DRIVE 
tNPUT SHAFT 




INPUT COMPONENTS 

FOR INDEPENDENT 

P.T.O. 






INPUT COMPONENTS 

FOI TRANSMISSION 

P.T.Q. 



Figure 11 
n And Independent P«T\0 + Input Shalt Assemble* (Major 4000) 



d. Remove the snap ring retaining the P.T.O,, counter- 
shaft rear bearing, and drive the countershaft 
rearwards out of the transmission. 

, e. Remove the P.T.O. countershaft gear which a now 
loose in rhe transmission front compartment. 

f Remove the four self-tacking bolts and withdraw 
the input shaftj retainer plate and bearing, Figure 
1 1, as an assembly. The Dexta Super Dexta has no 
retainer plate and the input shaft i* removed as 
described in Step 9. 



NOTE: On Transmission P.T.O. (Major 4MB), 
the input shaft constats of Ittso arrtittna sptined 
together. Figure II, The rear section aft he shaft 
has the P*T*0* input gear splined to it, the 
gfiir bring retained by a bnli hearing located 
in the hub support. The front section usually 
remains in the clutch assembly when the 
tractor im separated. 



B. Inspection and Repair 

Clutch Release Bearing Hub Support- Dexta 2000, 
Super Dexta 3000 Transmission P,T\0,; Major 4000 
-Transmission P.T.O. and Less P.T.O. 

1 . Inspect the main drive input shaft oil seal In the hub 
support for wear or damage* If necessary remove the 
seal using Tool Hos. 943, 943- S and FT943, Figure 12. 

2. Insult a new seal using 1 col No. 630-9 (reversed] and 
a suitable driver. 



Dexta 2000, Super Dexta 3000-Uve P.T.O. Only 

L Remove the large snap ring at the rear of the hub 
support and drive the P.T.O. input shaft and rear 
bearing assembly out of i lie hub support; 

2, Inspect the oil seal in rhe hub support and if worn or 
damaged remove the seal using Tools Nos r 943, 943-S 
and FT. 943 in a similar manner to that shown in 
Figure 12, 



2M 



C FORD MOTOR COMPANY LTD.. I9tt 



PAGE 9 



PART 7-SEVEN AND EIGHT-SPEED TRANSMISSION 



RELEASE BEAflING 
HUB SUPPORT 




TOOL NO. 943-S 



TOOL NO WJ 



Figure 12 
Removing Input Shaft Oil Seal (Trans. P.T.O.) 

3. Lightly grease the new seal and install, 

that the sealing lip faces to the rear. Tool No. 630-15 
reversed; will provide a luinble flat surface to locate 
against the seal when driving it into position. 



4* Inspect the gear teeth and the oil seal journals on the 
Live P,T.O, input shaft for damage or excessive wear, 
and check the rear bearing for wear or damage. If 
necessary* remove the snap ring from the shaft and 
withdraw the rear bearing using Toots Nos. 1003 , 951 
and 630-7, Figure 13. 

5. Install the bearing onto the shaft using Took Nos. 
1003, 951, 630-4 and 625-3* Secure the bearing to the 
shaft with the appropriate snap ring. 

6. If necessary, remove the front oil seal and needle roller 
bearing from the Live P.T.O. input shaft, withdrawing 
seal and bearing in one operation, using Tools Nos. 
954 and 955-14, Figure 14. 

7. When installing a new needle roller bearing, make sure 
that the manufacturers name, which is stamped on the 
bearing shell, faces outwards. Use Tool Ko> 630-3 with 
a hammer and drift to drive the bearing into the input 
shaft. Make sure the bearing seats against the vhoulder 
in the bore of the input shaft. Lightly grease the oil 
seal and locate it on the spigot of Tool No. 630-4. Use 
a hammer and small punch to drive the seal into 
position against the shoulder in the shaft. Figure 15. 

NOTE: Mahm mure that Toot No. 636-4 is frem 
from hurra ur mhqtp rrfges to avoid ikittiage to 
ifc* ami. 

8. Drive the Live P.T.O. input shaft and bearing 
assembly into the bub support and secure with, the 
appropriate snap ring. 



TOOL NO, 1003 



TOOL IWO. 630 7 







LIVE P.T.O. INPUT SHAFT 



OIL5EAL 



TOOL NO 95* 



REAR SEARING - 



TOOL NO. 951 



FJgura 13 
Removing Live P.T.O. Input Shalt Rear Bearing 




Figure 14 

Removing Live P.T.O. Input Shaft Front OH Saul 
and Roller Bearing 



PAGE 10 



CHAPTER 1 



Major 4000-1 nde pen dent P.T.Q. 

1. Remove the snap ring retaining the Independent 
F/T,0, input shaft rear bearing and drive the shaft 
and resr bearing out of the hub support. 

2, Inspect the oil seal in the hub support and if necessary 
use Tools Nos. 943* 943-S* and FT,943i to remove the 
seal. 

3- Make sure the new seal is lightly fireased and install it 
to the hub support, with the scaling lip facing rear- 
wards, using Tool No. 630-15 (reversed). 

4. Examine the oil seal at the rear of the P.T,0. input 
shaft, and if necessary lever out the seal with a suitable 
screwdriver* 

NOTE t Do not install a nets oil seal unlit the 
rear bearing has been pressed on, otherwise Totrl 
No. 630-3 cannot be used mhen installing the rear 
bearing* (See Step 6). 

5* Inspect the input shaft and rear bearing for wear or 
damage and if necessary remove the bearing using 
Tools Nos. 952, 930-B (pair), 63QA, 93%, and P 61, 
Figure 16. 

6. Press a new bearing into position against the input 
shaft gear, using Tools Nos, 1003, 95 1, 630-3, 93S and 
625-4. 

7. The oil seal at the rear of the P*T.O. input shaft can 
now be assembled using Tool No. 630-4 (reversed) and 
a soft faced mallei. 



TOOL NO. S30-B (PAIR) 



INDEPENDENT 
PJ.O. INPUT SHAFT 




- TOOL NO- P-61 
1 

Figure 16 
Removing Independent F.TVO. Input Shaft Rear Bearing 

8, Assemble the input shaft to the hub support and secure 
with the appropriate snap ring. 

Main Drive Input Shaft Assembly-Major 4000, 
Independent P.TO* and Less P,T,0. 

L Examine the input shaft For wear or damage. If 



TOOL NO. Pj61 



TOOL NO. 930-E 



TOOL NO. 92* 




_ MAIN DRIVE 

INPUT SHAFT 



TOOL NO, 630-4 



Figure 15 
Installing Live P.T.O. Input Shaft Front Oil Seal 



Figure 17 

Removing Main Drive Input Shaft from Retainer Plate 
(Major 4000, Ind. P.T.O.) 



2,'6S 



© FORD MOTOR COMPANY LTD., 1965 



PAGE U 



PART 7^SEV£N AND EtGHT-SPEED TRANSMISSION 




Figure 18 
Removing Pilot Bearing! from Main Drive Input Shaft 

necessary remove the inner snap ring from the input 
shaft and press the shaft out of the bearing and plate 
assembly, using Tools Nos. 952, P.61, 930-B (pair), 
930-E (pair), 924 (pair), and 938, Figure 17. 

2* Examine the retainer plate and bearing and if necessary 
remove the outer snap ring from the plate and use 
Tool No. 630-15 (reversed) and a soft faced mallet to 
drive the bearing from the retainer plate. 

3, Kxaminc the pilot bearing* Figure 11, and if necessary 
locate a small punch in the holes through the gear, 
Figure 18, and drive the bearing from its location. 

4. Position a new bearing in the retainer plate and use 

Tool No. 630-17 to drive it into position. Install the 
outer snap ring to the retainer plate. 

5< Pass the input shaft through the retainer plate and 
mount the assembly in Tools Nos, 1003, 952 and 
630-15, Figure 19. 

6- Press the bearing and plate assembly onto the input 
shaft and install the inner snap ring to the shaft* 

Major 4000-Transmf ss>i on P/TpO. 

1 . Inspect the front shaft and sleeve assembly, especially 
the weld joining the shaft and sleeve. If necessary use 
a new part on assembly, 

2. Inspect the rear shaft, F.T,0. input gcar ? the retainer 
plate and the bcaringSj Figure 1 L If necessary remove 



TOOL NO. 630- 1 5 



TOOL WO 1003 




Figure 19 
Installing Main Drive Input Shaft to Retainer Plate 

the front bearing (which retains the F,T.(X input gear) 
using Tools Nos. 1002, and 951, Figure 20. 

3, Slide the P.T,Q> input gear From the shaft and remove 
the inner snap ring retaining the rear bearing to the 

shaft. 




TOOL NO. 1002 



TOOL HO. SST 



Figure 20 

Removing Main Drive Input Shaft front Bearing- 
Major, Trans, P.T.O- 



PAGE 12 



CHAPTER 1 



TOOL NO. _ 

1003 ~\ 



MAFN DRIVE 
INPUT SHAfT 




- 



TOOL NO 
685-4 






SNAP RING 



REAR SEARING 



OIL FEED HOLES 



INPUT SHAFT 



■ 



RETAINER^ 
PLATE 



I 






Figure 2t 
Pressing Input Shaft Out of Retainer Plate 



4. Use Tools Nos. 1003 and 625-4, Figure 21j to remove 
the rear bearing and retainer plate assembly, 

5. Remove the outer snap ring retaining the rear bearing 
to the retainer plate* Use Tool No. 630-15 (reversed) 



I 



TOOL NO 
1003 



TOOL NO 
630-15 > 





PILOT BEARING BORE 



MAINSHAFT PILOT BEARING 



MtWr. 



Figure 22 
Installing Main Drive Input Shaft in Retainer Plata 






Figure 23 

e Input Components— Dexta, Super Dexta 



and a soft faced mallet to drive the bearing from the 
plate. 

6\ If necessary, locate a small punch in the holes through 
the gear and drive out the pilot bearing in the same 
m ann er as that illustrated for the Independent P.T*0. 
transmission, Figure 18* 

7. Drive the rear bearing into the retainer using Tool 
No* 630-17 (reversed) and a soft faced mallet. Secure 
the bearing to the plate with the appropriate snap ring, 

8. Pass the main drive input shaft through the retainer 
plate and bearing, Figure 22, and press the shaft: into 
position using Tools Nos> 1003, 630-15. 

9. Locate the F.T.CL input gear onto its splined location 
on the main drive input shaft, making sure the teeth 
are facing the retainer plate. Locate the front bearing, 
and drive it into position with a sleeve, 1^ in. 
(30-2 mm) LD* and 1 J in. (44 4 mm) 0,D. of con- 
venient length. 

Dexta 2000, Super Dexta 3000-Live and Transmission 
P.T.O. 

1, Remove the needle roller pilot bearing, which is a 
loose fit in the bore at the gear end of the input shaft, 
Figure 23. Check the bearing, and the bore in the shaft, 
for wear and install new parts if necessary, 

2, Inspect the oil seal journals and the gear teeth of the 
shaft for excessive wear or damage. Check the rear 



2/fiS 



FORD MOTOR COMPANY LTD., 1«5 



PAGE 13 



PART 7-SEVEN AND EIGHT-SPEED TRANSMISSION 



■ 



TOOL NO 952 






■ 
TOOL itO, P.61 




Figure 24 
Removing Main Drive Input Shaft Rear Bearing— Dexta, Super Dexta 



bearing for wear or damage. If necessary, remove the 
snap ring and draw the bearing off the shaft using 
Tools Nos. 952, 930-B (pair), 930-E (pair), 93S* P 61, 
and 924 (pair), Figure 24, 

NOTE: If a hydraulic press is available only 
Tool N*. 952 is required. 

3- Press a new bearing onto the shaft using Tools 952, 
1002 and 630-5 until it is seated firmly against the gear. 
Secure with the appropriate snap ring. 

Clutch Operating Components 

1. Inspect the release bearing and hub, the release fork, 
the return springs the release shaft and bushings, and 
if any part requires scrviringj refer to Part 4, 
"Clutches". 

C. Assembly 

Main Drive Input Shaft Assembly-All Major 4000 
Transmissions 

1. Assemble the main drive input shaft assembly into the 
transmission case, using a new gasket, and making sure 
the mainshaft spigot locates in the pilot bearing situated 
inside the input shaft gear. 

% Tap the input shaft rearwards until the retainer plate 
is flush against the case. Figure 25. 

3. Install the four self-locking bolts and tighten to the 



specified torque, (See Specifications, Chapter 3.) 

NOTE: Ignore vteps 4, 5, 6, Sa f 8b, and 9 when 
servicing transmissions less P.T.O* 

4. Position the P + T,Q. countershaft gear in the front 
compartment. 

NOTE; If a. new gear is being usedf mnke mure 
the small thrust washer and snap ring are in 
position inside the hub of the gear, 

5. Pass the P.T.O t countershaft and rear bearing assembly 
through the transmission to locate in the countershaft 
gear. Tap the rear of the P.T.O. countershaft to seat 
the bearing, and install the snap ring. 

6. Drive the front bearing onto the P.T.O. countershaft, 
immediately in front of the countershaft gear, using a 
sleeve of suitable length and 1 in, (25-4 mm) LD. 
and If in. (34-9 mm) O.D, 

7. Using a new gasket, locate the front support plate and 
install the seven self-locking retaining holts< Tighten 
the bolts to the specified torque, (See Specifications, 

Chapter 3.) 

S + a, With Transmission P.T.O., the coupling sleeve at 
the rear of the P.T.O, countershaft must be 
installed and secured with the appropriate snap 
ring. 



PAGE 14 



CHAPTER 1 - 




Figure 25 
Main Drfwa Input Shaft Installed- Major 4000 

fa. With Independent P.T.O., the hydraui 

driving gear must be installed, in place of the 
coupling sleeve mentioned above, and secured with 
the appropriate snap ring. Also install the drive 
gear shroud with two tear support plate retaining 
bolts. Tighten to the specified torque, (See 
Specifications, Chapter 3), and install new locking 
wire to all the rear support plate bolt*, 

9. See Part 15 for details on joining the transmission to 
the rear axle centre housing. 

Defcta 2000, Super Dexta 3000- Uv« and Tranimlaalon 
P.T.0. 

1. Assemble the main drive input shaft assembly to the 
transmission case* and secure with the appropriate 
snap ring. 

NOTE: Ignore jf*jj.i 2 t 3, and 4, tchen *rrt icing 
Dexla 2090, Super Dexla 3000+ TranmnUssion 
F.7YO. 

2. Position the FXO. countershaft gear in the from 
compartment, and pass the P.T.O. countershaft 
through the transmission from the rear to locate in the 
countershaft gear. 

3. Tap the P.T.O, countershaft forward to seat the rear 
bearing and retain with the appropriate snap ring, 

4. Assemble the coupling sleeve to the rear of the F,T.O. 
countershaft and install the appropriate snap ring. 




Figure 26 
Laval Plug and Drain Plug 

5. Sec Part 15 for details on joining the transmission to 
the rear axle centre housing. 

6. Drive the Grant bearing onto P*T.O. countershaft to 
locate against the gear* using a convenient length 
sleeve I in. (25 A mm) LD. and 1 J im (34*9 tarn) O.D. 

7. Using a new gasket locate the front support plate and 
install the seven self- locking retaining holts. Tighten 
the bolts to the specified torque. (See Specifications, 
Chapter 3,} 

NOTE: When servicing Live P,TM. trans* 
missions t note that the P*T*0* countershaft front 
bearing is housed in the front support plat* 
which must* therefnre^ be lapped in a sufficient 
amount at the button* to altoir the seven retain* 
ing baits to be screwed in* The plate may then be 
droit Jt evenly into pomitlan by tightening these 
bolt* a tit lie at a time. 

S» Position a new gasket on the release bearing hub 
support, then slide the support assembly over the main 
drive input shaft, taking care not to damage the oil seal 
Install the five retaining bolts and tighten to the 
specified torque, (See Specifications, Chapter $*) 

NOTE: When servicing Maj&r 4&&& t Tranw- 
mission P.T.0, make certain the front shaft and 
sleeve assembly w Figure II, of the main drive in* 
put shaft has been installed. If it has net* install 
it before proceeding further. 



2 65 



© FORD MOTOR COMPANY LTD., 19*5 



PAGE 11 



PART 7-SEVEN AND EIGHT-SPEED TRANSMISSION 



Clutch Operating Component* 

1. Position the clutch release boring and hub assembly 
on the release bearing bub support* 

2« Pass the release shaft through the left-hand side 
bushing in the transmission case enough to install the 
dutch release return spring, Figure 9. 

3, Locate the release fork arms in the slots in the release 
bearing hub, then push the release shaft through the 
bore in the fork to locale in the bushing in the right- 
hand side of the case. Install the bolt and locknut to 
secure the fork to the shaft, and tighten to the specified 
torque, (See Specifications, Chapter 3.) 



4. Place the outer end of the return spring on the lug cast 
on the inside of the transmission housing and lever the 
other end onto the web of the release fork, Figure 9. 

NOTE: Make ittre the rtlea** fork i* not binding 
in the ifotj in the release bearing hub* 

5. Install the transmission oil drain plug and remove the 
oil level plug, Figure 26. Fill the transmission with oil 
of the specified grade (see Specifications, Chapter 3), 
up to the level plug hole, Install and tighten the level 
plug. 

6. Join the engine and front asle assembly to the trans' 
mission. (See Fart 15.) 



4. REAR END OVERHAUL 



A. Disassembly 

L Separate the tractor at the transmission to rear axle 
centre housing flange. (See Part 15.) 

Oexta 2000, Super DexU 3000 Live P.T.O.; Major 
4000- Independent and Transmission P/T.O. 

a, Suitably support the transmission assembly and 
separate the tractor at the transmission to engine 
flange. (Sec Tan 15.) 

b, Remove the clutch release bearing and hub, shaft, 
fork, spring, hub support assembly, and front 
support plate as detailed in Section 3. 

c* Remove the F.TXX countershaft front bearing 
tisiflg Tools Nos, T,7072 and T.7077 (or Tool No. 
SW-501-2), Figures 10(A) and 10(B). Make sure 
that the sliding pegs of Tool No, T.7072 locate in 
the clearance slots in the F.T.O. countershaft gear, 
Figure 10<A). 

Daxta 2000 fc Super Dexta 3000-Tian amission P.T.O.; 
Major 4000- L« Si P. TO. 

2* Remove the locking wire and the ten bolts securing the 
rear support plate. Lever the support plate assembly 
off the transmission rear face, and remove the platCj and 
the F + T.O, countershaft (if applicable), as an assembly , 
Figure 27, 

Major +000-1 nd* pendant P.T.O. Only 

Cut the locking wire end remove the ten bolts retaining 
the rear support plate. Lilt off the shroud from round 
the hydraulic pump drive gear. 

Dflxta 2000, Super Dext* 3000- Live P,T.O.; Major 
4000-lndopendent and Tranamlaalon PVt\Q» 



j OUTPUT SHAFT 



| REAR SUPPORT PUATE n 




i >2± " -.. 



Figure 27 
Removing Rear Support Plate Aaaembly 



PAGE 16 



CHAPTER 1 - 




SECONDARY COUNTERSHAFT 

ASSEMBLY 



Figure 28 
Removing Output Shaft Assembly 

Drive the P.T.O,. countershaft rearwards (from the 
front compartment) with a soft faced mallet, and 
withdraw the rear support plate and PT.O. counter- 
shaft as an assembly, Figure 27. 

3, Unscrew the four self-locking bolts and remove the 
output shaft retainer and shims from the rear support 
plate. 

4, Partially withdraw the secondary countershaft until the 
front hearing is out of its location, Rest the assembly 
on the bottom of the rear compartment, and withdraw 
the output shaft immediately above it, Figure 28. The 
secondary countershaft can then be lifted out, 

5, Remove the High/Low sliding coupling from the rear 
of the mainshaft, Figure 29. 



B» Inspection and Repair 

P.T.O. Countershaft Assembly 

1. Inspect the P.T-O, countershaft and rear bearing for 
wear or damage. If necessary remove the snap ring 
retaining the coupling sleeve to the rear of the P,XO. 
countershaft and slide the sleeve from the countershaft. 

Major 4000-I n dependent P.T.O, Only 

Remove the soap ring retaining the hydraulic pump 
driving gear and remove the gear from the counter- 
shaft. 



REVERSE 
IDLES 
SHAFT 




MAIN 
COUNTERSHAFT 



■ 



Figure 29 
Transmission Rear Compartment 

2. Remove the snap ring which retains the P.T.O. 
countershaft rear bearing to the rear support plate. 

3. Use a soft feccd mallet to drive the P,T.O. counter- 
shaft and rear bearing rearward* out of the support 
plate. 



P.T.O. COUNTERSHAFT 




R£AR BEARING 



Figure 30 
Removing P.T.O, Countershaft Rear Bearing 



2 65 



© FORD MOTOR COMPANV LTD +P 1965 



PAGE 17 



PART 7-SEVEN AND EIGHT-SPEED TRANSMISSION 




CONVENIENT LENGTH SLEEVE 

1fi inj(3B-5mrT>.)I.D. AND 

l|irt.(44-4mm.)O.D. 




Figure 31 
Installing P*T*0. Countershaft Rear Bearing 



SOFT FACED 
MALLET 



RETAINER 




Figure 33 
Installing Output Shaft Oil Seal 



4. Remove the rear bearing, Figure 30> using Tools Nos. 
1002, 951 and 625-6 (625-2 for Major-Independent 

5. Install a new rear bearing to the countershaft using a 



TOOL NO 
630-13 




*- REAR SUPPORT PLATE 



Figure 32 
Installing P,T\0> Countershaft Oil Sual 



convenient length sleeve 1^ in, (36*5 mm) LD. and 
1| in, (444 mm) O.D, 3 Figure 31. 

Rear Support Plate 

1. Inspect the rear support plate for wear or other damage 
and if necessary use a new part on assembly. 

2. Examine the P.T.O. countershaft oil seal and install a 
new part unless in perfect condition. If necessary 
remove the seal with a suitable punch, 

3. Install a new F.T.O. countershaft seal to the rear 
support plate using Tool No. 630-13 (reversed) and a 
soft faced mallet, Figure 32. 

Output Shaft Retainer 

L Inspect the output shaft retainer > oil seal and bearing 
cup assembly < If any new parts arc required, remove 
first the oil seal, then the bearing cup with a suitable 
punch, 

2. Install a new oil seal to The output shaft retainer with 
Tool No- 630-10 (reversed) and a suitable driver^ 
Figure 33. The oil seal must be installed before the 
bearing cup. Install the bearing cup in the same 
manner using Tool No. 630-15. 

Output Shaft 

1, Examine the output shaft assembly* Figute 34, for 
wear or damage. To renew any defective parts,, use 



page ia 



CHAPTER 1 



If 



PILOT BEARING 
CONE AND CUP 



OUTPUT SHAFT 



THRUST WASHER 



ft 




- 



SLIDING COUPLING 



OUTPUT SHAFT GEAfl 



REAR BEARING CONE 






' 



' 



rig Ufa -94 

Exploded Vi«w of Output Shaft Component* 



Tools Nos. 1003 and 625-1, to driw off the gear, 
bearing cone find roUer assembly > and thrust washer 
in one operation, Figure 35. 

2. If necessary remove die pilot bearing cone and roller 
assembly using Tools Nos. 1002, 951 and 625-4, 
FifOrc37. 

3* Assemble the output shaft gear so that the dog-teeth 
on the gear adjoin the dog-teeth integral with ihe shaft, 
Figure 34. Install die steel thrust washer aligning the 
flats on the washer with those on the output shaft. 
Pull the bearing into position using Tools Nos, 1003, 
952, 625-2 and suitable sleeve lf d in, (397 mm) LD* 
and 2^ in. (524 mm) O.D, of convenient length* 
Figure 36, 

NOTE l The output shaft gear and bushing, and 
otto the Output ehaft and High/Low sliding 
coupling, art serviced a* matched assemblies. 



4, Drive a new pilot bearing into position on the output 
shaft with a sleeve I ^ in. (26-9 mm) I.D, and 1J in. 
(31-7 mm) O.D. of convenient length and s hammer, 

NOTE: if any bearing cone and roller assembly 
isfaund to be damaged the mating bearing cup 
must he carefully- inmpected am it im aUo likely Co 
be damaged. The revertr ml/ alt^a apply if a 
bearing cup im found to be damaged, If however , 
only the eane, or only the cup is to be renewed, 
the new part must bear the *amc manufacturer 1 m 
name tut the damaged part* 

Secondary Countershaft 

L Check the secondary countershaft assembly for wear 
or damage and if necessary the rear bearing can be 
pulled off using Tools 1003, 952, 630-5> and 625-2. 
The from bearing is removed using Tools Nos* 1003, 
951, 630-5^ 625-2^ also two pieces of steel rod ^ ux 



2«5 



© FORO MOTOR COMPANY LTD., IfiftS 



PAGE 11 



PART 7-SEVEN AND EIGHT-SPEED TRANSMISSION 



TOOL NO- B25-T 




Fig uro 35 
Removing Output Shaft, Rear Bearing, and Thrust 

Wavhvr 



i 

PILOT BEARING 



! 

TOOL NQ r Ifftf 



■ 
TOOL NO-ttM 




Figure 37 
Removing Output Shaft Pilot Bearing 



• - 



(4*|t mm) diameter and 2 in. (50-8 mm) long. Two 
pieces of steel rod arc inserted through the driving 
holes in the gear, Figure 38, to contact the bearing. 
The assembly is then placed in the tools indicated 



SLEEVt l&iMOT mmjLft AND j£ in, {5?4 mm.) 00. ' 

: - H E A fi "&E A WN 6 

r TOOL NfltiSS-2 




\ 

TOOL NO. 952 - 



TOOL NO. 1003 



Figure 34 
Installing Output Shaft Rear Bearing 



above, so thai the rods push the bearing off. Figure 391 

2. Install both front and rear bearings using Tools Nos. 
1003, 951, 625-2 and 630-5. 

C. Assembly 

NOTE: Bearing*^ bu^hinga t and all sliding 
surface* ahouitl hr lubricated an unsrmbly* Oil 
teals should be lightly greased. 

1. Make certain that the High/Low sliding coupling is 
engaging the dog-teeth on the rear of the majnshift, 
Figure 2% and that the High/Low shift fork is Located 
in the groove of the sliding coupling. 

2. Make sure the snap ringj located immediately in front 
of me secondary countershaft front bearing, in the 
transmission case* Figure 29, is in position before 
proceeding, 

3. Place the secondary countershaft assembly in its 
approximate location, but resting on the bottom of the 
compartment. 

4. Locate the output shaft above the secondary counter- 
shaft and push it into position. 

5. Tap the secondary countershaft forward squarely until 
the front bearing is felt to seat on the snap ring in the 
transmission case. 



PAGE 80 



CHAPTER 1 




REAR BEARING 



STfEL ftOO 

J 1*1 {18 tnmj 

'*DIA,AND 
2 in. 150-8 mm.) 

LONG 



Figure 33 
Petitioning Steel Rods in Secondary Countershaft 




1 



TGOl 

NQ. 

625-2 



TOOL 

NO. 

630-5 



RODS -jf in. , 
H£ mm.) 
Df A. AND 

2 in. 
(SOU nrfflr) 

LONG 



TOOL NO. 951 



REAR BEARING 



. 



Figure 39 

Removing Secondary Counter! haft Front Bearing 



6. Using a new gasket, locate the rear support plate (lest 
the output shaft retainer assembly) on the trans- 
mission rear face by means of the two dowels located 
ill the support plate, and tap the plate into position. 
Install and tighten the ten retaining bolts to the speci- 
fied torque- (See Specifications, Chapter 30 Secure the 
ten bolts with suitable locking wire. 

Major 4000-1 ndep end ent P.T.O* Only 

Install and tighten eight of the retaining bolts, leaving 
out the ones each side of the P.T.O* countershaft. 
These two bolts retain the hydraulic pump gear 
shroud, which is installed in Step da, below. Do not 
install the locking wire at this stage, 

Dexta 2000, Super Dexta 3000-Tran*mission P.T.O, 
Only 

7. Pass the P.T.O. countershaft and bearing assembly 
through the secondary countershaft to locate in the 
splines in the main countershaft, 

Dextn 2000, Super Dcxtg 3000-Ltve P*TO. and Major 
40GCM ndependent and Transmission P.T.O. 

a. Position the P.T.O. countershaft gear in the front 
compartment and pass the P.T.O. countershaft 
through the transmission from the rear to engage in 
the Splines in the gear. Protect the spigot and drive 



the P.T,0* countershaft forward to seat the tear 

bearing. Secure the bearing with the appropriate 
snap ring- 



DEAL 

INDICATOR 



OUTPUT 

SHAFT 




Figure 40 
Measuring Output Shaft End-float 



265 



FORD MOTOR COMPANY LTD., IMS 



PAGE** 



PART 7-SEVEN AND EIGHT-SPEED TRANSMISSION 



NOTE: If a new P.T.O. countershaft gear is 
being irt^tatU'dr the small thrust teasher and 
snap ring taunt he positioned inside the hub? at 
the front of the gear prlwr to installation, 

b» Using a sleeve 1 in. (254 mm) LD» and li m+ 
(34^ mm) O.D, of convenient length drive the 
front bearing ante the P.TA counters ha ft to seat 
firmly again* r the countershaft gear in the front 
compartment 

8. Install the F/T,0, coupling sleeve onto the reaf of the 
P.T.O. countershaft and secure with the appropriate 
snap ring. 

Major 4000-Endependent P*T.O. Only 

a. Install the hydraulic pump driving gear to the 
P.T.O, countershaft and secure with the appro- 
priate Snap ring. 

b. Install the shroud round the gear, retaining it with 
the two support plate retaining bolts,, one on either 
tide of the P.T.O. countershaft. 

& Tighten the two boles to the same torque as the 
other eight rear support plait retaining holts, 
(See Specifications, Chapter 3.) Secure all ten 
bolts with suitable locking wire. 

NOTE: Wh*n servicing Major 400Q trans* 
missions- Less P*T*Q* t ignore Steps 7, 7a T 
7h t «, An, Bb, and 8c 

Output Shaft and Malnsttaft End-float Elimination 

9. It it necessary to eliminate all end-float in the main- 
shaft and output shaft taper roller bearings, This is 
effected by installing shims of appropriate thickness 
between the rear support plate and the output shaft 
retainer], using the following procedure: — 

1, Locate the output shaft retainer assembly in the 
rear support plate, installing shims totalling ap- 
proximately 060 in. {1-58 mm). 



b- Install the four self-locking retaining bolts and 
tighten to the specified torque. (See Spccineaijons, 
Chapter 3.) 

t Using a standard dial indicator, calibrated in 
001 in,, or 0-01 mm divisions, Figure 40, set the 
indicator plunger against the end face of the output 
shale. Move the shaft in and out, noting the end* 
float reading on the indicator. 

d. Remove the indicator, and the four self-locking 
retainer bolts. Withdraw the retainer and shims, 

c. Remove a number of shims whose total thickness 
corresponds with the reading obtained on the dial 
indicator. 

NOTE: The total thickness of shims r*- 
movvd can be up to V.002 in. (9.0S08 mm) 
ttutrn than the reading obtained on the in* 
dicator, (i.e. 0.002 in. {0.9508 mm) pre -loud it 
achirredjt but must not be less than the read- 
ing obtained **n the indicator * Shims are 
fundable in lhickn*fsse.s of 6.093 in., 0.005 in rw 
and QMS in, f (9*076 mm, 0*1 27 mm t and t WS 
mm)* 

£ Having selected the correct shims, install the 
retainer, shims and four seJf-loeking bolts. Tighten 
the bolts to the specified torque, (See Specifications, 
Chapter 3.) Reposition the indicator and reeheek 
for end-float. 

10, Refer to Fart [5, for instructions for joining the 
tractor at the transmission to rear a*lc centre housing 
flange. 

Major 4000 Independent and TrarvimEtvlon P.T.O- ; 
Dexta 2000, Super Dexta 3000-Live P.T.O. 

a. Install front support plate, the release bearing hub 
support assembly, and the clutch operating linkage, 
as previously detailed in Section 3C, 

b. Refer to Part 15 for instructions on joining the 
transmission to the engine and front axle assembly. 



5. COMPLETE OVERHAUL 



A. Disassembly 

1. Refer to Fart 15 for instructions on separating the 
transmission from the engine and front axle assembly* 
and also for separating the Transmission from the rear 
axle assembly, thus removing the transmission as- 
sembly from the tractor. 

2, Remove the shift levers and cover assembly as detailed 
in Section 2A. Step 1, 



3. See Section $A to remove the clutch operating com- 
ponents,, the release bearing hub support assembly, 
the front support plate , the P.T.O, countershaft front 
bearing and gear (where applicable), and the main 
drive input shaft assembly, 

4. See Section 4A to remove the rear support plate 
assembly, the output shaft assembly, and the secondary 
countershaft assembly. 



PACE 72 



— CHAPTER 1 




Figure 41 
Detent Plungers, Spring, and Ball 

Gear Shift Mechanism 

NOTE : Sea Section 6 3 for Save* 
mission. 



7Y«im« 



L Extract the four shift rail plungers and springs from 
their bores. Figure 41. Full the High Low shift fork 
rearwards, and remove the sliding coupling. Loosen 
the lodtnut and remove the screw retaining the fork- 
Remove the fork to the rear 3 Figure 42, 

2. Route ihc High/Low rail until the screw and locknut, 
retaining the shift connector, are upper most* Loosen 
the locknut, remove the screw, and slide the rail out 
to the rear, removing the shift connector. 

NOTE : As each shift rail i* removed* make *ur« 
that all four shift rait detent ball* art collected 
from rear rati support bore*. 

3, Loosen the locknuts and remove the retaining screws 
from the remaining shirt forks and connectors. Remove 
the forks and connectors as each rail is withdrawn 
rearwards. 

NOTE: The 4thf&th shift fork is removed at a 
later operation dt*e to iti iiwccestibility at this 
stag*)* 

4* If necessary remove the threaded plug from the Left- 
hand side of the transmission case* Figure 43, and 
remove the two interlock plungers from the bore. 



Malnshafft Assembly 

NOTE; On Major transmissions, the mainshaft 
pilot bearing should hove been withdrawn inside 
the main drive input shaft, gear. If however, due 
to excess wear or other damnge t the bearing is 
found to have remained on the moinshafl, it 
must be removed using Tool Nob* T*?0?2 and 

1, Using suitable snap ring pliers, remove the snap ring 
retaining the mainshaft gears at the front of the main- 
shafh 

2. Carefully withdraw the mainshaft rearwards, through 
the secondary compartment, removing the gears, 
sliding couplings, connectors, and thrust washers, one 
by one, as they become free. 

NOTE: Although the mainshafts in each of the 
two basic transmissions are of different design^ 
Figure 5, the disassembly procedure is identieaL 

Reverse Idler Assembly 

1. Unscrew the reverse idler shaft retaining bolt 
situated on the outside of the transmission case, 
Figure 43. Push the idJcr shaft forwards and remove 
the 4th ; '8th shift fork, 

2. Withdraw the 4[h/flth coupling gear to the rear. 

3. Push the reverse idler shaft out to the rear and lift out 
the reverse idler gear. 




Figure 42 
Removing Installing High Low Shift Fork 



2 65 



© FORD MOTOR COMPANY LTD. 1«5 



PAGE 2a 



PART 7-SEVEN AND EfGHT-SPEED TRANSMfSSION 



njj 



TOOL NO- 1003 




Figure 43 

Left-hand side of Transmission 







Figure 44 
Removing Mainshaft Rear Bearing— Major 4000 



Main Countershaft Assembly 

1. Remove from the transmission case* the snap ring 
retaining the main countershaft rea* bearing. Using 
Tool 630-5 and a suitable drift, drive the countershaft 
rearwards until both front and rear bearings arc out 
of their locations and the main countershaft assembly 
is loose in the bottom of the transmission, 

2. Place suitable wooden or copper blocks behind the 
cluster gear so that the main countershaft can be driven 
rearwards through the front bearing and cluster gear. 

3. Withdraw the main countershaft, through the rear 
compartment and remove the cluster gear and front 
bearing from the main transmission compartment 



B. Inspection and Repair 

Transmission Case 

L When the transmission has been completely dis- 
assembled, the case should be thoroughly cleaned 
inside to prevent small particles of metal or dirt 
causing subsequent damage to bearings, oil seals, and 
gears, 

2. Inspect the case for cracks or other damage, and if 
beyond repair ^ use a new case on assembly. 



Mainshaft Assembly 

1. The mainshaft assembly should be carefully examined 
for excessive wear or damage and any damaged parts 
renewed. 



MAINSHAFT 



PUNCH 




Figure 45 
Removing Output Shaft Pilot Bearing Cup 



PAGE £4 



CHAPTER 1 




TOOL NO. 
951 



MAINSHAFT 



Figure 44 

Installing Mainshaft Rear Bearing— Dexta and Super 

Dexta 

2. If necessary remove the mainshaft tear bearing using 
Tools Nos. 1003, 95 1 ind 625-2, Figure 44. 

3. If necessary remove the output shaft pilot bearing cup 
from the mains haft. Use a suitable small punch located 
through the holes provided in the mainshaft gear. 
Figure 45* and drive the cup from its location with ■ 
hammer. 

NOTE: The ttuiput shaft pilot bearing cup can 
only be removed from the mainshaft after the 
mainshaft rear bearing has been removed. If the 
pilot bearing cup ham to be renewed^ it must bear 
the some manufacturer' n name am the cone and 
roller assembly on the output shaft* 

Dexta 2000 and Super Dexta 3040 

4. Install the mainshaft rear bearing using Tools Nos. 
1003, 95 1 j and 630-11 and hollow sleeve of suitable 
length; 2^ in. (52 4 mm) I.D. and 2£ in. (58-7 mm) 
CD--, Figure 46. 

Major 4000 Only 

Install the mainshaft rear bearing with the same tools 
as detailed in Step 3 above, but use a larger sleeve, 
2 A in* (55 6 mm) I.D 4 and 2| in* (66-7 mm) CXD. of 
convenient length. 

5. Install a new pilot bearing cup in the mainshaft using 
Tools Nos, 1002, and 63CHJ, Figure 47. 




Figure 47 
Installing Output Shaft Pilot Bearing Cup 

6, If necessary remove the mainshaft rear bearing cup 
from the transmission case, using Took 943 and 943-S, 
Figure 48> 

Dexta 2000 and Super Dexta 3000 

7. Use Tool No. $30-17, with a suitable drift and ham- 
merj to install the mainshaft rear bearing cup in the 
transmission case. 

Major 4000 

Drive the mainshaft rear bearing cup into position 
with a suitable soft metal drift. 

Dexta 2000, Super Dexta 3000 

8* Carefully examine the mainshaft gears for excess tooth 
wear or chipping, and use new parts where necessary 
ou assembly. 

Major 4400 

Mount the mainshaft gears on the mainshaft and check 
for excess wear on the bushings in the gears. Also 
examine the gear teeth, and the dog-teeth with which 
the sliding couplings engage. Install new gear and 
bushing assemblies where necessary. 

NOTE S All mainshaft gears and bushings are 
serviced as assemblies and must be installed 
as such* 



2 65 



FORD MOTOR COMPANY LTD., IMS 



PAGE 25 



m 

s 



3rd A 7«ti/lst A 5th 

COUPLING 



3rd A 7th GEAR 



MAINSHAFT- 



INPUT SHAFT 



1 



-0 



y 



^v 



THRUST WASHER 
AMD SNAP RING 




30T. 




REVERSE/2nd & 6lh GEAR 
COUPLING 



2nd & 6th GEAR 



: 



CLUSTER GEAR 



THRUST WASHERS 

EACH SIDE OF 
REVERSE GEAR 



MAIN COUNTERSHAFT 




-HIGH/LOW COUPLING 




flJ 



sate 



I ' jf ll-IM \ ^f 



49T. 



J 



35T. 




REVERSE 
IDLER GEAR 



41h. &Bih GEAR 



AND COUPLING UNIT 



Figure 49 
Gear Identification Diagram- Oextft 



OUTPUT 
SHAFT 



1 



J 




16T 



^~ 



OUTPUT SHAFT GEAR 



■ SECONDARY* 

COUNTERSHAFT 



> 
TO 

H 

r 

CO 

m 
< 

m 



m 



to 

m 
m 
O 



23 
> 

to 
to 

O 



20M, Super Dexta 3000 



— CHAPTER 1 



BEARING CUP 



root no. W3 - 







. TOOL NO WS 



Figure 48 
Removing Ma In theft Rear B carina Cup 

Main Countershaft Assembly 

1 . Check the main countershaft for wear or other damage 
and if necessary use t new pan on assembly. 

2. Examine the main countershaft front bearing and if 
necessary use a new part on assembly 1 . 

3. Examine the main countershaft cluster gear and if 
necessary use a new pan on assembly. 

4. Examine the main countershaft rear bearing and if 
necessary remove, using Tools Nos. 1003, 951 and 
630-5. 

Dexta 2000, Super Dexlj 3000-Trans mission P.T.O. 
Only 

Use Tool No. 650-4 instead of 630-5, This is due to 
the internal splines, Figure 4, inside this countershaft 
causing a reduction in diameter. 

Reverse Idler Assembly 

1, Mate the reverse idler shaft and gear, and check for 
free play between bushing and shaft. < 

2, Examine the idler gear teeth for excessive wear or 
chipping. 

3, Mount the 4th. 8ib shift fork on the small diameter of 
the idler shaft and make sure the fork slides freely, but 
without any wobble, or binding, due to wear. 



4* Make sure the sealing washer, on the bolt retaining the 
reverse idler shaft, is not damaged. 

5. Renew any defective parts on assembly. 

NOTE: Yd attempt Mhould he ma da to Install the 
reverts idler gear hushing alone, as it is Msrviced 
as an assembly with the gear* 

Gear Shift Mechanism 

L Examine the shift forks, couplings and connectors for 
wear or distortion. Special care must be taken to see 
that the 4th'8th fork and coupling gear are sliding 
freely and not affected by wear. Excessive wear would 
cause these particular parts to bind more easily than 
the other forks and couplings, 

2* Examine the detents on the four shift rails for wear, and 
check the rails for straightness by rolling them on a flat 
surface. Renew any damaged parts en assembly. 

3. Make sure the detent balls, springs and plungers are 
not sticking in their bores. If necessary, use a fine 
abrasive paper to clean the plungers. Renew any badly 
damaged parts. 

C» Assembly 

NOTE : Clean alt c oniponenti thoroughly in a 
gasoline or kertwne hath before installation* 
Bearing*, bushings and all sliding surface* 
should be lubricated on ansembly* 

Main Countershaft 

L Make sure the snap ring, located immediately in front 
of the main countershaft from bearing in The case, is in 
position before proceeding, 

2* Tap the main countershaft front bearing into the trans- 
mission case to scat against the snap ring mentioned 
in Step 1 above. 

3. Rest the main countershaft dustier gear in the bottom 
of the main compartment, with the larger helical gear 
m the front. 

4. Pass the main countershaft and rear bearing assembly 
in from the rear compartment to engage in the internal 
splines of the duster gear. 

5. Use Tool No. 630-5 and a suitable drift and hammer 
to drive the main countershaft assembly forward into 
the front bearing. When in position, retain with the 
snap ring behind the rear bearing. 

Dexta 2000, Super Dexta 3000-TranamlnEon P.T.O. 
Only 

Proceed as outlined iu Step 5 (above) but use Tool No, 
630-4 instead of 630*5. 



2,65 



© FORD MOTOR COMPANY LTD., IMS 



PAGE X? 



PART 7-SEVEN AND EIGHT-SPEED TRANSMISSION 



1 

9 
8 



x 



St 




fe 



'CD 



Si 



So 




I 



f 



S £ 



i 



PAGE 38 



CHAPTER 1 






6, Install the 4th/8th coupling gear onto the rear of the 
muD counters halt, Figure 29, with the shift fork 
groove to the front. 

Reverse Idler Assembly 

L Insert the reverse idler shaft through the rear com- 
partment, larger diameter forward, into the main 
compartment. Hold the reverse idler .gear in position 
with the hub of the gear facing Forward, and push the 
shaft through the gear, 

2. Push the shaft forward enough to allow the 4th/8th 
shift fork to be mounted on the small diameter of the 
shaft, making sure the fork is located in the groove in 
the 4th/8th sliding coupling. 

3. Secure the shaft with the Locking bolt and rubber- 
coated sealing washer located in the left-hand side of 
the transmission case, Figure 43. 

Ma In shaft Aaaembly 

1. Pass the mainbhali an J rear bearing assembly through 
the rear compartment assembling the gears to the shaft 
in the following sequence, Figures 49 and 50. 

a* 2nd^6th gear (dog~t*eth forward) 

b. Reverse, 2nd -6th sliding coupling and connector 

c. Phosphor-bronze thrust washer 

d. Reverse gear (dog-teeth rearwards) 

e. Phosphor-bronze thrust washer 

f. ist-5th gear (dog-teeth forward) 

g. 3rd-7tb/lst-5th sliding coupling and connector 
b. 3ro>7th gear (dog-teeth rearward) 

L Steel thrust washer 
j. Snap ring. 

Gear Shift Mechaniim 

NOTE: See Section § t far Seven- Speed Trans- 
mission* 

1. If necessary, install the two interlock plungers in the 
bore from the left-hand side of the transmission case 
and replace the threaded plug, Figure 43. 

2. Pass the 4th- 8ih shift rail, Figure 5l a into the rear of 
the bore uearest the left-hand side of the casing with 
the single detent to the front. Assemble the 4th, 8 ch 
shift arm assembly onto the rail, so that the operating 
arm is located in the hole in the 4th-3th shift fork 
mounted on the reverse idler shaft 

% Slide the rail forwards until it locates in the front 
support bore. Install the shift arm retaining screw and 
lockout and tighten to the specified torque. (See 
Speti&cationsj Chapter 3*) 



HEGHfLGW CONNECTOR; 
RAIL, AND FORK 



1st-5th/3rd-7Hi GATE, 
RAIL AND FORK 




End nih 

REVERSE 

SHIFT FORK 



2nd-*th- 
REVERSE 

RAIL 



4th-flth SHIFT RAIL ~ 
FORK AND ARM 



Figure 51 
iff Mechanism Components 



NOTE: When installing the remaining shift 
rttilt, make sttrc that the raits already in place are 
in the neutral position, because ethertcUe the 
interlock plunger irilt prevent the rail about to be 
installed from entering the/rant support bare* 

4. Install the Rcverse/2nd-6th shift rail into the second 
bore* Figure 42, from the left-hand side of the trans- 
mission, with the three detents to the rear, and as- 
semble the Reverse/ 2nd-6th shift fork onto the rail. 

5. Slide the rail forwards until it locates in the front 
support bore. Install the shift fork retaining screw and 
locknut (see Note below)] and tighten to the specified 
torque. (See Specifications, Chapter 3.) 

NOTE: This, lock nut must be tightened at thim 
stage am it becomes inaccessible when the next rail 
is fitted* 

6. Install the 3rd-7th/lst-5tb rail, single detent forward, 
into the third bore, Figure 42, from the left-hand side 
of the transmission. Assemble the shift gite, and the 
shift fork onto the rail and push the rail forward into 
the front support bore, 

7. Install the respective retaking screws and locknuts and 
tighten to the specified torque, (See Specifications, 
Chapter 3.) 

8. Install the High Low rail into the extreme right-hand 



2 65 



© FORD MOTOR COMPANY LTD., 



PAGE 20 



PART 7-SEVEN AND EIGHT-SPEED TRANSMISSION 



bore and assemble the shift connector onto the forward 
end. Assemble the High/Low fork to the rear end of the 
rail in the secondary compartment, Figure 42 + Install 
the respective retaining screws and lockouts and 
tighten to the specified torque. (See Specifications^ 
Chapter 3.) 

9> Locate the High/ Low shift fork on the High/Low 
sliding coupling and position the coupling on the dog- 
teeth at the rear of the mainshaft, Figure 29. 

10. Install the four shift rail detent balls, springs and 
plungers, Figure 41. 

Remaining Assemblies 

h Refer to Section 4C to install the output shaft, the 
secondary countershaft, the rear support plate assem- 



bly, and to carry out the mainshaft and output shaft 
end-float adjustment, 

2. Refer to Section 3C to install the main drive input 
shaft, the P*T.O + countershaft gear (where applicable), 
the front support plate^ the clutch release hub support 
assembly, and the clutch operating components, 

3, Carry out a functional check, before proceeding further, 
by making sure all gears and shafts will rotate without 
binding, and that the sliding couplings will freely 
engage with their respective gears. 

4 H Refer to Section 2C for installing the gear shift levers 
and cover assembly. 

5* Join the transmission to the engine and front axle 
assembly, and to the rear axle assembly as detailed in 
Part 15. 



6. SEVEN'SPEED TRANSMISSION 



Legal requirements in certain territories call for a road speed 
Omit for tractors. Using an eight-speed transmission the Dexta, 
Super Dexta, and Major tractors can exceed this speed limit 
in 8th gear. To prevent this, a seven-speed transmission is 
available for these territories. The seven-speed transmission is 
identical to the eight-speed, with the following exceptions: 

1. A special interlock plunger is located between the 
High/Low shift rail* and the 4th/8th shift rail, Figure 
52. This plunger prevents the 4th/Sth shift rait moving 
into the engaged (rearward] position when the High/ 
Low rail is in the High position, Figure 53 + Con- 
versely, it prevents the High-Low shift rail moving 
into the High position when the 4th,'8th rail is in the 
engaged (rearward) position, Hence, fith gear is locked 
out without interfering with the rest of the shift 
mechanism. This interlock system involves only three 
parts which are different to the eight-speed trans- 
mission. These are an extended 4th shift rail with an 
extra detent j a High/Low shift rail with an extra 
detent; and the interlock plunger itself, Figure 52. 
This system is identical in both the Dexta,' Super 
Dexta, and the Major, seven-speed transmissions* 

2* These seven-speed transmissions have slightly lower 
input gear ratios than the eight-speed versions, (Set 
Specifications, Chapter 3.) This of course necessitates 
a different main drive input shaft and main counter- 
shaft cluster gear on both the Dexta/Super Dexta, and 
the Major transmissions. 

Servicing procedure is affected only when removing or 
installing the shift rails. Details are given below to cover the 



removal and installation of the interlock plunger. Note that 
the shift rails are removed in the reverse order to those in the 
eight-speed transmission. 

Disassembly 

L Refer to Section 2A, Step 1 ? to remove the gear shift 
levers and cover assembly* 






HIGHJLCW COWN ECTOR 
hRAIL, a no fork 



INTERLOCK PLUNGER 



1St-5thtfrd-7Th GATE 
FORK. AND RAIL 




2nd-6lh 

REVERSE 

RAIL 



fnd-fith 
REVERSE 

SHlfl K>RK 



4lh SHIFT RAIL. 
FORK AND ARM 



Figure St 
Shift Mechanlam Compon*ftt»— 7-Spe»d 



PAGE 30 



CHAPTER 1 



2. Refer 10 Section 4A to remove the rear support plate 
assembly, and also the output shaft and secondary 
countershaft assemblies, 

3. Make sure the High/ Low shift rail is in the Low 
position (rearward), Remove the locknut and retaining 
screw from the 4th shift arm assembly, Figure 52. 

4. Slide out the 4ih shift rail rearwards, removing the 
shift arm assembly, 

5. Remove the threaded plug from the interlock bore on 
the left-hand side of the transmission, Figures 43 and 
53. 

6. Insert a small screwdriver through the rear of one of the 
shift rail bores, and move ibe special interlock plunger 
to the left until it can he removed from the end of the 
bore. 

7. The remaining rails and associated parts are removed as 
detailed in Section 5 A* "Gear Shift Mechanism", 



Assembly 



NOTE: The shift rttih are installed in the 
ratwru order to thorn on the eighi-mpeed trans- 
mission. 

1. Install the High Low shift rail to the right-hand shift 
rail bore, Figure 42, assembling the shift fork and the 



connector. Install the respective retaining screws and 
locknuts, and tighten to the specified torque. (See 
Specifications, Chapter 3.) 

2. Install the lst-5th ,'3rd-7ih shift rai], Figure 52, in the 
second bore from the right-hand side, assembling the 
gate and fork, and installing the retaining screws and 
lockouts. Tighten the screws and lockouts to the 
specified torque, (See Specifications, Chapter 3,) 

3. Install the reverse/2nd-6th shift rail, assembling the 
shift fork. Install the retaining screw and locknut, and 
tighten to the specified torque. (See Specifications, 
Chapter 1.) 

4. Insert the special interlock plunger into the bore from 
the left-hand side of the casing. Install and tighten the 
threaded plug, Figure 43* 

5. Install the 4th shift rail into the left-hand shift rail bore, 
assembling the 4th shift arm assembly, Make sure the 
bottom of the arm is located in the 4th shift fork, 
Figure 52, and install the retaining screw and locknut. 
Tighten the screw and locknut to the specified torque, 
(See Specifications, Chapter 3.) 

6. From this stage on, all assembly details are identical 
to the eight-speed. (See Section 5C, "Gear Shift 
Mechanism",} 



/IK Vn m n n 




INTERLOCK BORE 

PLUG 



*-REAR FACE OF TRANSMISSION 



PLUNGER PREVENTS 4l*i(«(h) 
SHIFT R AI L SELECTING 8th GEAR 



IGWLOW SHIFT RAIL 
IN HIGH POSITION 



Figure 53, 7-Speed Interlock Plunger Diagram 



3/65 



© FORD MOTOR COMPANY LTD, IMS 



PAGE 31 



Part 7 



SEVEN AND EIGHT-SPEED TRANSMISSION 

Chapter 2 
SUPER MAJOR 5000 



Section 



Page 



1 . Description and Operation 



4 + + 4 JJ 



2. Shift Levers and Cover Overhaul 



33 



3, Front End Overhaul . > 



.. 37 



Rear End Overhaul ... ¥ . . , „ 



39 



5. Complete Overhaul 



44 



6* Seven-Speed Transmission 



» 



1. DESCRIPTION AND OPERATION 



This transmission is of constant mrsb design and provides 
eight forward and two reverse speeds, Figure 57, The (longer) 
main lever selects four forward and one reverse basic ratios, 
the (shorter] secondary lever giving a high and Low range in 
each basic ratio. 

Incorporated in the transmission top cover assembly is a 
starter safety switch to make sure the starter can he operated 
only when the main gear lever is in the neutral position. 

The gears arc all of the spur rype and the gear connections 
are made by sliding couplings and connectors. In contrast to 
the eight-speed transmissions covered in Chapter 1 , this trans- 
mission has an inverted layout, i.e, the rnainshaft becomes the 
main countershaft and is located in the bottom drive line, and 
the main countershaft becomes the mainshafx in the top drive 
line, Figure 54, Similarly the output shaft and the secondary 



countershaft are inverted in location, but retain the same com- 
ponent titles as the other eight-speed equivalents. 

This transmission is available only with Independent P.T.O. 
The Independent P.T.O. drive shaft is a single component 
which is splincd into the engine flywheel and transmits the 
drive right through the top drive line of the transmission to 
engage in the Independent P.T.O. dutch pack situated in the 
rear axle centre housing. 

NOTE: Thm normal engineering procedure of making 
ihe heari ngm a pr&rnjit on the mhaflm and a push fit in 
the housing j hat been employed in thit (rarumuiion 
and j uniesm it is nwnvary to install n+ir bearing*, or 
gnin ace*? a* to other conxponents, it it recommended 
that they am not removed from the shaft a. 

Refer to Section 6 of this Chapter for details of the Seven- 
Speed Transmission. 



2. SHUT LEVERS AND COVER OVERHAUL 



A. DUaAscmBlv 



1. Remove the metal and rubber cover, disconnecting the 
wires from the starter safety switch and unscrew the 
thirteen bolts and spring washers retaining the gear 
levers and cover, and remove as an assembly, 

2, Unscrew the starter safety switch from the top of the 
cover. Remove the two self-locking bolts retaining me 



roller support plate and the switch retainer to the cover. 
Remove the toller support plate, the roller, the plunger, 
and the switch retainer from their locations, Figure 55. 

3. Remove the three self-locking bolts retaining the main 
gear lever stop plate and actuating connector assembly. 
Remove the assembly from the cover, 

4. Remove the two self-locking bolts retaining the secoa- 



© FORD MOTOR COMPANY LTO. t 1 



PAGE 33 



PART 7-SEVEN AND OGHT-SPEED TRANSMISSION 




i 

o 



PAGE 34 






CHAPTER a 



i , 






SAFETY SWITCH 
AND COVEfl 



SWITCH RETAINER 



OPERATING 
PLUNGER 



ROLLER 

SUPPORT 

PLATE 



* 







OPERATING 
ROLLER 



SECONDARY 
GEAR LEVER 
STOP PLATE 



ACTUATING CONNECTOR AND 
MAIN GEAR LEVER STOP 

PLATE 



Figure 55 
Safety Switch Operating Components 

dary gear lever step plate, Figwre 55 t and remove the 
piste. 

5. Using a file or hacksaw, partially cue through the gear 
lever spring retaining dips, completirg the cut with a 
hammer and small chisel Having first removed the 
balls, withdraw the levers through the cover, removing 
the springs and retainers* 

6. If worn or damaged, or a new cover is to be installed, 
the two small dowels, which prevent the gear Icvcra 
from rotating in the sockets in the cover, may be 
punched out from the exterior of the cover. 



B. Inspection and Repair 






1. Using a suitable test bulb, wires, and battery, Figure 56, 
test the starter safety switch for correct operation by 
depressing the operating ball* which should dose the 
circuit and light the test bulb. On releasing the opera- 
ting ball* the teit bulb should be extinguished, If the 
switch is faulty, a new part should be installed, 

2. Inspect the gear lever ends, and all other sliding parti, 
for wear or damage. Install new parts as necessarv 



C Assembly 

1. If necessary, install the two small dowels to the inside 
of the gear lever sockets. 






€-X- 



.& 



ex 



-=v* 



OPERATING 
BUTTON 




SWITCH 



317 



BUTTON DEPRESSED-CLOSED CIRCUIT-BULB on 
BUTTON RELEASED-OPfN CIRCUIT-BULB OF 



3+1 



% 



BATTERY 




BULB 



Figure 56 
Safety Switch Test Circuit 

2. Pass the levers through the cover from underneath, 
positioning the retainers and springs. Compress the 
springs and secure with two new spring retaining dips. 
Install the gear lever balls. 

3 + Install the secondary gear lever stop plate, and screw 
in the two self-locking bolts. Tighten the bolts to the 
specified torque. (See Spedfieations, Chapter 3.) 

4. Position the main gear lever stop plate and actuating 
connector, installing the three self-Locking bolts. 
Tighten the bolts to the specified torque, (See Specifi- 
cations, Chapter 3.) 

5. Install the switch retainer* the plunger, the roller and 
the roller support plate, in that order. Secure them 
with two self-locking bolts. Tighten the bolts to the 
specified torque. (See Specifications, Chapter 3.) 

6. Screw the starter safety switch into the cover. 

7. Position the cover and levers assembly on top of the 
transmission,, together with a new gasket and screw in 
the thirteen bolts and spring washers. Tighten the 
bolts to the specified torque, (See Specifications, 
Chapter 3-) Reconnect the wires to the terminals of the 
starter safety switch and install the metal and rubber 
cover. 



2.65 



© FORO MOTOR COMPANY LTD., 1965 



PAGE 33 




1st GEAR 



4th GEAR 



7th GEAR 



3 




-r- 





3* 



REVERSE HIGH 




1 st-5th 



2nd GEAR 




5th GEAR 



2nd-6th 4th-8th 







3rd-7th REVERSE 



* 



LOW 



HIGH 



aJL 




3rd GEAR 




6th GEAR 




8th GEAR 



* 



*~ 




REVERSE LOW 



H 



> 

a 

m 



in 
m 



H 

> 

Z 



en 



Figura 57 
Power F^w Diagram 



CHAPTER 2 



3. FRONT END OVERHAUL 



A. Disassembly 

1. Sec Pari 15 for instructions on separating the engine 
and front axk assembly from the transmission. 

2. Lever the release shaft return spring off the stop inside 
the transmission case, remove the cotter pins from the 
two clevis pins securing the clutch release fork to the 
release shaft. Withdraw the shaft from the case, 
removing the clutch release fork and return spring, 
Hgurc 58, 

3- Slide the clutch release bearing and hub from the 
dutch release hub support. 

4- Drain the oil from the transmission by removing the 
drain plug situated in the bottom of the compartment* 
Figure 59, 

5. Unscrew the five self- locking retaining bolts. Lift out 
the clutch release bearing hub support. 

6. Remove the snap ring retaining the main drive input 
shaft to the mainshaft, Figure 60, and pull the shaft 
out forwards. 

7. Unscrew the seven self-locking retaining bolts and pull 
the front support plate from the housing. If it is tight, 
a suitable drift can be inserted into the main transmis- 
sion compartment, and the plate carefully driven out 
forwards. 



INTERLOCK BOfti PLUG 




CLEVIS PI MS 




CML LEVEL PLUG 



Figure 59 
Lt ft" hand Side of Tranamitalon 



B. Ins 



Repa 



ir 



Figure 58 
Clutch Operating Linkage 



L Examine the clutch operating components fot wear or 
damage and if necessary refer to Part 4 fot servicing the 
individual components. 

2. Inspect the mainshaft front oil seal located in the clutch 
release bearing hub support and if necessary remove 
the seal using Tools Nos. 943 and 943-S, Figure 61. 

3. Install a new oil seal into the huh support, making sure 
the sealing lip faces 10 the rear, using Tool No. 630-1 1 
and a sleeve 2 in. (50 8 mm) L0. and 2| in. (60- J mm) 
O.D. of suitable length. Lightly smear the scaling lip 
with a suitable grease^ before installing the oil seal. 

4. Check the plug sealing the Ist-5th/3rd-7th bottom 
shift rail bore, Figure 62, for leaks and make certain 
that it is firm]}' staked round the edge. 

NOTE : The plug Mealing the Ut*5thj3rd-7tk top 
shift rait bare must &t*o b& checked for teaks 
but is not to b& staked as it is retained by the 
front support plate t Figure 62. 

5> Make sure the main drive input shaft and retaining 
snap ring arc in good condition and install new parts 
if necessary on reassembly. 

6. Examine the main countershaft front bearing and if 



2/es 



© FORD MOTOR COMPANY LTD.. i«5 



PAGE 37 



PART 7-SEVEN AND EIGHT-SPEED TRANSMISSION 



SNAP RING GROOVE 



MAIN DRIVE 
INPUT SHAFT 




CLUTCH RELEASE 
BEARING HUB SUPPORT 



GIL5EAL 



MAfNSHAFT 






SNAP RING 



Figure 80 
Main Driva Input Shaft and Snap Ring 



worn or damaged remove it from the shaft using Tools 
Nos T T.7077 and SW,4, Figute 63(A) (or SW.501 tad 
SW.501-3, Figure 63(B). 

Drive t new mala countershaft from bearing into 
position with a conveniear. length sleeve 1} in. [31-7 
mm) I.D. and t| in. (41-3 mm) O.D. t and a hammer. 

Gi Assembly 

1. Using a new gasket, install the front support plate to 
the transmission case. It may be necessary to lift the 
mainshaTt and main countershaft to Line up the main 
countershaft front bearing and thus facilitate its loca- 
tion in the front support plate. Screw in the seven self- 
locking bote and tighten to the specified torque, 
(See Specifications, Chapter 3.) 

2. Push the main drive input shaft into the forward end 
of the mainshaft and secure with the snap nng, 
Figure 60, 

3. Using a new gasket, slide the clutch release hub sup- 
port over the input shaft, taking care not to damage the 
oil seal. Tap the hub support into the front support 
plate, with the drain hole downwards, 

4 Screw In the five self-locking retaining bolts and 
tighten the bolts to the specified torque, (See Specifi- 
cations, Chapter 3.) 




Figure 61 

Removing Malnahaft Front OH tea I 

5* Refill the transmission with oil of the specified grade 
(See Specifications, Chapter 3) until up to the 
Level plug hole situated on the left-hand side of the 
transmission case, Figure 59. 




Figure fl/Z 
Front Support Plat* 



PAGE 3a 



CHAPTER 2 





Figure S3 (A) 
Removing Main Countershaft Front Bearing 



Figure 63(B) 
Removing Main Countershaft Front Bearing 



6. Assemble the release bearing and hub assembly to the 
hub support, 

7* Locate the release fork fingers in the slots in the release 
bub and pass the release shaft through the left hand 
side of the casing, through the fork and return spring, 
and into the bushing at the right-hand side* Install 
the two clevis pins and cotters securing the release fork 



to the shaft. Place one end of the return spring oit the 
web of the release fork and lever the other end up and 
onto the lug cast immediately underneath the right- 
hand release shaft bushing, Figure 58, 

B, Refer to Part 15 for instructions on rejoining the 
engine and front axle assembly to the transmission. 



4. REAR END OVERHAUL 



A. Disassembly 

1 



Refer to Part 1:5 for separating the tractor at the engine 
and at the rear axle, thus removing the transmission as 
a unit. Remove the clutch operating linkage, the clutch 
release hub support, the front support plate, and the 
main drive inpur shaft assembly as previously des- 
cribed in Section 3A. 

2. Remove the snap ring, che hydraulic pump idler gear, 
the retaining washer, and the two thrust washers, 
located on the output shaft retainer, Figure 64, 

3* Cut and remove the locking wire and unscrew the ten 
bolts retaining the rear support plate. 

4. Use a soft faced mallet to drive the forward end of the 
P-1\0. drive shaft rearward, and withdraw the rear 
support plate and P/T<0. drive" shaft as an assembly. 



5. Remove the snap ring retaining the P.T,0. drive shaft 
rear bearing and drive the shaft and rear bearing out 

of the support plate rearwards. 

6. Remove the four self-locking belts retaining the ouipur 
shaft retainer, Figure 64, and withdraw the retainer 
and shims from the rear support plate. 

7. Partially withdraw the secondary countershaft assembly 
until the front bearing is out of its location. Pull out 
slightly and lift up the secondary coumershafi, thereby 
allowing the output shaft assembly to be lifted out, 
Figure 65 3 followed by the secondary countershaft. 

B. Inspection and Repair 

Rear Support Plate Assembly 

L Inspect the P.T.O, drive shaft and bearing assembly 



2/M 



© FORD MOTOR COMPANY LTD,, 1965 



PAGE 39 



PART 7-SEVEN AND EIGHT^SPEED TRANSMISSION 



REAR SUPPORT PLATE 



ipt.o clutch hub 



IPTO DRIVE SHAFT 



RETAINING WASHER 



SPACER 




P.T.O DRIVE SHAFT 



TOOL NO. 551 



COUPLING 



SNAP RING 



THRUST WASHER5 



Figure 64 
Rear Support Plate in Position 

and , if necessary, pull the bearing off the drive shift 
using Tods Nos. 1003, 951, and 625-3, Figure 66. 
Using the necessary new parts, drive the bearing onto 
the shaft using a sleeve 1 & in, (36 5 mm) LD. And 
1| in. (44-4 mm} O.D. of convenient length and a 




OUTPUT SHAFT 




Figure 65 
Removing Installing Output Shaft 



Figure $6 
Removing P.T.O. Drive Shaft Rear Bearing 

hammer, Figure 67* 

2. Examine the rear support plane and the P.I .O. drive 
shaft rear oil seal and if necessary remove the seal using 
Tool No. 630-1 3 (reversed) and a soft faced mallet. 
Install a new oil seal after lightly greasing the sealing 
lipj wif.h the same Tool, Figure 68, and secure with 
the snap ring, 

3. Check the output shaft retainer, rear bearing cup, and 
oil seal for wear or damage. If necessary remove the 
oil seal and cup from the retainer with a suitable punch 
and hammer. 

NOTE! Tttu oil aral must be removed before 
the bearing cup* 

4. Install a new oil seal and bearing cup with Tool No. 
630-14 and a suitable driver. Lightly grease the scaling 
lip and install the oil seal before the bearing cup. 



Output Shaft Assembly 

|, Examine the output shaft assembly for wear or damage. 
Renew any defective parts by using Tools Nos. 1003 
and 625-1 to draw off the gear, bearing cone and roller 
assembly r and thrust washer in one operation^ Figure 69. 

2. If necessary remove the pilot bearing cone and roller 
assembly using Tools Nos. 1002 s 951 and 625-4. 

3. Assemble the output shaft gear so that the dog-teeth 



PAGE 40 



CHAPTER 2 




CONVENIENT LENGTH SLEEVE 
1-|in.(36'5inmO!D r ANO 

14 in„[44-4 mm,)0,D, 




Figure 67 
Installing P,T\Q. Drive Shaft Rear Bearing 



OUTPUT 

SHAFT RETAINER 
LOCATION 



SOFT FACED 
MALLET 



TOOL NO 

630-13 




REAR SUPPORT PLATE 



_ j . 



Figure £8 
Installing P»T<0. Drive Shaft Rear Oilseal 



od tiie gear adjoin the dog-teeth integral with the shafts 
Figure 70. 

4. Install the steel thrust washer aligning the fiats on the 
washer with these on the shaft* and position the rear 
hearing on the output shaft. Pull the bearing into 
position using Took Nos. 1003* 952, 625-2 and suit- 
able sleeve 1-ft in. (397 mm) I. D. and 2^ in, (524 
mm) O.D, of convenient length* Figure 71. 

5. Drive the pilot bearing into position on the output 
shaft with a sleeve 1^ in. (25 9 nun) LD, and 1J in. 
(31-7 mm) O.D. of convenient length and a hammer. 

Secondary Countershaft Assembly 

1. Check the secondary countershaft assembly For wear 
or damage. If necessary the rear bearing can be 
pulled off using Tools 1003, 952, 630-5 and 625-2. 

2. The front bearing is removed using Tools Noa T 1003* 
951 j 630-5, 625-2, also two pieces of steel rod ^ in. 
(4-8 mm) diameter and 2 in. (50 B mm) long. Two 
pieces of steel rod are inserted through the driving 
holes in the gear, Figure 72, to contact the beating. 
The assembly is then placed in the Tools indicated 
above, so that the rods push the bearing off, Figure 73. 

3. Install both front and rear beatings, using Tools Mos. 
1003, 951, 625-3, and 630-5. 



NOTE* Tf any hearing cone and rolt&r et&nerfihly 
is found to be damaged* the mating bearing cup 
must be carefully inspected as it in aiW likely to 
he dutimgi'd' The r^i-r-ir.sr M*fU «JW upply if a 
bearing cup is found tit he damaged. If however 



TOOL NO. 625-1 



TOOL NO- 1003 



REAR BEARrNG 



OUTPUT SHAFT 




Figure 69 
Removing Output Shaft Rear Bearing 



*'65 



O FORD MOTOR COMPANY LTD.. 1965 



PAGE 41. 



PART 7-SEVEN AND EIGHT-SPEED TRANSMISSION 



OUTPUT SHAFT 



Output Shaft 



SLIDING COUPLING 



THRUST WASHER 




PILOT BEARING 
COWE AND CUP 



REAR BEARING 
CONE 



OUTPUT SHAFT GEAR 



Figure 70 
Output Shaft Components 



SLEEVE Vfc irr f3fr7mcn) ID 
AND ?r in, (S2« mm.J C-D. 




TOOL NO 952 



REAR BEARING 



TOOL NO. T0Q3 



TOOL NO- 625^2 



Figure 71 
Installing Output Shaft Rear Bearing 



only the con<r, or only the cup ic to he renewed, 
J he new parts rnuit bear the taint- tiuwufnriiirvr'x 
nam* at the damaged pari, 

C* Aftftetublv 

1. Mike certain that the High Low sliding coupling is 
engaging the dog-teeth on the rear of the main counter- 
shaft and that the High/ Low shift fork is located in 
the sliding coupling groove, Figure 74. 

2, Make sure the snap ring located immediately in front 
of the secondary countershaft front bearing in the rear 
compartment is in position. Place rhc secondary 
countershaft assembly in its approximate location and 
hold it at the top of the compartment while the output 
shaft assembly is installed, Figure 65, Align the 
secondary countershaft and drive forwards until the 
front bearing is fek to seat against the snap ring in 
the transmission case. 

3. Using ■ new gasket, locate the rear support plate (less 
the output shaft retainer assembly) on the transmission 
rear face by means of the two dowels located in the 
support plate t and tap the plate into position. Install 
and tighten the ten retaining bolts to the specified 
torque, {See Specifications, Chapter 3.) 

4, Pass the P.T.O, drive shaft and rear hearing through 
the transmission from the rear. Using a soft faced 
mallet! drive the shaft and bearing forward into the 



rear support plate and secure with the appropriate 
snap ring. 

5. Carry out the main countershaft and output shaft «k1- 
float elimination procedure as detailed below f Step 6* 




REAR BEARING 



FRONT BEARING 



STEEL ROD 
±in. HBmm.) 
1fr DlA. AND 

2 in. (50.8 mm.) 
LONG 



Frguro 72 
Positioning Rods in Secondary Counter Shaft 



PAGE « 



CHAPTER 2 



TOOL 






root 

TO 
6^2 




HODS 

D'A ANU 
? in 

LONG 



TOOL NQ.9S1 



RFAH BEARING 




Figura 73 
Removing Secondary Countershaft Front Bearing 



Figure 75 
Measuring Output Shaft End-Float 



6. Output Shaft and Main Countershaft End-float 
Elimination: 






It is necessary to eliminate all end-float in the main 
countershaft And output shaft taper roller bearings. 






HIGH/LOW tqp 
BO At 



'5lhr3ffl.;ih 10P BORE 




4H 

HIGH LOW ! 

MAI« COUNTfRSHAf 



BOTTOM &0R£ 

mm COUPLING 



Figure 7< 
Transmission Rear Compartment 



This in effected by installing skims of appropriate 
thickness between the rear support plate and the nut- 
put shaft retainer, using the following procedure: — 

a. Locate the output shaft retainer assembly in the 
rear support plate, installing shims totalling approxi- 
mately 060 in, (I-5S mm)* 

b* Install the four self- locking retaining bolts and 
tighten to the specified torque. (See Specifications, 
Chapter 3.) 

c. Using a standard dial indicator, calibrated in G-0OI 
to, or O'Ol mm divisions, Figure 75, set the indi- 
cator plunger again <4 the end face of the output 
shaii. Move the shaft in and out, noting the end- 
float reading on the indicator, 

d> Remove the indicator and the four self- locking 
retainer bolts* Withdraw the retainer and shims. 

c, Remove a number of shims whose total thickness 
Corresponds with rhu reading obtained on the dial 
indicator. 



PORT A NT; Ttue total thickniMw of shuns r** 
mnvnl ran bv ttp to tf T flWj jif, {0*&$GB mm) more 
tlmti tltr rending tthlaittpd on the iniiirntar^ (Lb* 
0.0&2 tit* ffrOOitlH nun) prv-l*Mit in- urh i* vfiti j, hut 
Tii tint t$ftt hflps.\ than the reading i*hiftit\rtl on the 
intln 'itttr t Shims nrr mailable in thicfttlrsArit of 
0-003" in. 0&S m, -W 0-912 in fO'076 mm, 6-127 
mm, ami 0'305 mm mprctivnty). 



3 65 



© FQRP MOTOR COMPANY LTD t 1«S 



PAGE « 



PART 7-SEVEN AND EIGHT-SPEED TRANSMISSION 






£ Having selected the correct shims, install the re- 
tainer, shims* and four self- locking bolts. Tighten 
the bolts to the specified torque. (Set Specifications 
Chapter 3.) Reposition the indicator and recheck 
for end-float. 

7. Install the hydraulic pump idler gear and the two 
thrust washers to the output shaft retainer assembly, 
and secure with the retaining washer and snap ring, 
Figure 64. 



8, Install locking wire to the ten bolts retaining the rear 
support plate. 

9 t Rcicr to Part 15 Tor joining the tractor at the rear axle 
centre housing. See Section 3C for the installation of 
the main drive input shaft assembly, front support 
plate* clutch release hub support, and the clutch 
operating linkage, See Part 15 for joining the tractor 
at the engine flange. 



5. COMPLETE OVERHAUL 



A. Disassembly 

1. Refer to Fart 15 for separating the tractor at the engine 
and at the rear axle centre housing, thus removing the 
transmission as a unit. 

2. Remove the clutch operating linkage, the dutch release 
hub support, the front support plate, the main drive 
input shaft, the rear suppo rt plate, the P.T .O. dr i ve shaft* 
the output shaft and secondary countershaft assemblies, 
and the shift levers and cover assembly, as previously 
described in Sections 2A, 3A, and 4A. 

Gear Shift Mechanism 

1. Unscrew the lockout and retaining screw from the 
High, Low shift arm, Figure 76, and remove the top 
shift rail rearward, pushing the sealing plug out with 
the end of the rail, 

2. Remove the lockout and retaining screw from the 
lst-5th/3rd-7th shift connector at the rear of the top 
shift rail, and also from the shift arm at the front of 
the rail. Figure 76. 

3. Remove the connector and arm and slide the rail out 
to the front, pushing the front sealing plug out with 
the end of the rail. If necessary remove the rear sealing 
plug from the bore, Figure 74. 

NOTE : See Seer tan 6 /or returning Seven -Speed 
Trantmiatinn. special interlock plunger* 

4. Unscrew the locknul and remove the strew retaining 
the Reversc/2od-6ih shift aim to the Reverse 2nd -6th 
top rail. Slide the rail rearward, removing the arm and 
pushing out the sealing plug with the end of the rail, 

5. Remove the Joeknut and retaining screw from the 
4th-8lh shift fork and slide the top rait out rearwards 
removing the fork and pushing out the sealing plug 
with the end of the rail, 

6. Remove the four shift rail detent bails* springs and 
plungers from their locations, Figure 77. 



7, Remove the High, Low coupling from the rear of the 

main countershaft. Unscrew the lockout and retaining 

screw from the High Low bottom fork, withdraw the 

rail rearward and remove the fork. 

NOTE : There ia m* sealing plug in the High j Low 
bat tout xhift rail bare Itecmtae the rear support 
plate and gasket art am a meat. Figure 75* 

8, Unscrew the locknut aod retaining screw from the 



REVERSE^nd §th SHSFT 
RAIL AND ARM 




MtGKLOW SHIFT 
RAIL AND ARM 



HIGH, LOW 
BOTTOM SHIFT 
RAIL AND FORK 



REVERSff2fid-6i* 

BOTTOM SHIFT 
RAIL ANO FORK 



Figure 76 

Gear Shift Mechanism 



PAGE U 



CHAPTER 2 



4lh-ai.li PLUNGER 




HIGH LOW PLUNGER 



REVERSE 2nd -6th 
PLUNGER 



SPRING 





Figure 77 
Detent Ball, Spring, and Plungers 






Reverse 2nd-6th shift fork and slide the bottom raiJ 
out rearwards* pushing out the scaling plug. Remove 
the Reverse 2nd-6ih shift fork. 

9, Unscrew the Jocknui and retaining screw holding the 
shift fork Co the htoih 3rd-7th bottom rail and 
remove the rail forwards lifting out the fork* 

10. If necessary, remove the interlock bore plug situated on 
the left-hand side of the transmission case, Figure 59* 
and remove the rwo interlock plungci's. 

Reverse Idler Assembly 

1. Bend down the lockrah and remove the bolt. Figure 7fi, 
retaining the reverse idler shaft* 

2. Drive the shaft out forwards and lift out the reverse 
idler gear* 

Mainshaft Assembly 

]* Position Too! No. 630-5 in the bore at the rear Qf the 
mainshaft, 

2* U« a suitable drift to drive the shaft out forwards, 
removing the 4th -8th coupling gear, Figure 74, 

Main Countershaft Assembly 

L Use Tool No. SW,4 far To^ts No*. SW.50] and 
SW.50I*3) to remove the main counicrchaft front 
bearing, Figures 63(A) and 65(B). 



2, Remove the snap ring immediately behind the bearing 
with suitable snap ring pliers and remove the thrust 
washer* 

3. Pull the main countershaft out rearwards removing the 
gears , couplings and thrust washers one by one. 

B. Inspection and Kcpiiir 
Transmission Case 

1 . When the transmission is completely disassembled, the 
case should be thoroughly washed out inside to prevent 
small particles, of metal or dirt causing subsequent 
damage to bearings , oil seals and gears. 

2. Inspect the case for cracks or other damage and if 
beyond repair, use a new case on assembly. 

Mainshaft Assembly 

1* Inspect the mainshaft, the front and rear bearings and 
the P.T.O. drive shaft front oil seal located inside the 
forward end of the shaft* 



if] i 



2. If necessary, remove the mainshaft rear bearing using 
Tools 1003 f 6 30- % and 952, Figure 79, If necessary 
remove the front bearing using Tools 1003, 951, 630-5, 
625-2 and two pieces of steel ft in* (4*8 mm) diameter 
and 2 in. (50 8 mm) long, as described for removing 
the secondary countershaft front bearing in Section 4 A, 

5, Use a suitably hooked piece of rod to extract the 
P.T*0, drive shaft od seal located in the bore at the 
front end of the mainshaft. 



SECONDARY 

COUNTERSHAFT 



GEAR 
MAINSHAFT 




REVERSE IDLER SHAFT 
RETAINING SCREW AND L0CKNUT 



1st-5lfi GEAR 



Figure 7& 
Transmission Mam Compartment 



2/65 



© FORD MOTOR COMPANY LTD.. 1965 



PAGE 45 



PART 7-SEVEN AND EIGHT-SPEED TRANSMISSION 



^— 



TOOL NO 630- J 



TOOL MO. 1003 



MAINSHAFT 




Figure 79 
Removing MainshaH Rear Bearing 



6 4 If necessary > instill the maiushaft rear bearing using 
Tools Nos* 1003, 952, and 630-10, and also the front 
bearing using a sleeve 21 in, {63 5 mm) I.D. and 3 in. 
(762 mm) 0,D. of convenient length. 

7* If necessary, install a new P,T,0. drive shaft oil seal 
(after lightly greasing the scaling lip) in the forward 
end of the maim, haft, with the scaling lip facing rear- 
wards, using Tool No. 630-5 (reversed) and sleeve 1 J 
in. (31 8 mm) I.D. and It in. (41-3 mm) O.D. of con- 
venient length, Figure 80. 

Main Countershaft Assembly 

1, CkrefuUy examine the main countershaft and, if neces- 
sary, pull the rear bearing from the countershaft using 
Tools Nos. 951, 1003, 625-2, Figure 81. 

2. If necessary, the out pur shaft pilot bearing cup can ihen 
be driven out of the main countershaft with a suitable 
punch through the two holes provided in the gear, 
Figure 82* 

3> Jf necessary > install the output shaft pilot bearing cup 
in the rear of she main countershaft using Tools Nos. 
630-8 and 1002. 

4, If necessary, install the rear bearing on the main 
countershaft using Tools Nos. 1003, 952, 630-11 and 
a sleeve 2V t io + (52-4 mm) I. IX and 2 £ in. (587 mm) 
O.D. of convenient length, Figure 83. 



5* The teeth on all the gears which revolve on the main 
countershaft must be carefully inspected for damage 
or excessive wear. Assemble the gears to the main 
countershaft and check the bushings for free play. If 
any gear or bushing is defective, a new gear and 
bushing assembly must be used on installation. 
Similarly examine the reverse idler gear and bushing 
assembly. If ciEhcr gear or bushing are defective, a new 
gear and bushing assembly must be used on installa- 
tion. 

6, Inspect the main countershaft rear bearing cup situated 
in rhe transmission case* If damaged, remove using 
Tools Nos. 943 and 943- S, Figure 84* Install a new 
bearing cup using Tool No. 630-17 and a suitable drift 
and hammer, 

7* Check the main countershaft front bearing and, if 
worn or damaged, use a new part on assembly. 

8 V All gear teeth and components with internal and 
external splines not previously mentioned, must be 
carefully examined for signs of wear or other damage 
and, if required, new parts used on assembly. 

Gear Shift Mechanism 

1 . Gear shift forks, rails, arms and connectors must all be 
checked for wear and distortion* The detents on the 
shift rails should be examined because, if worn, 
jumping out of gear could result. 

2. Renew any damaged parts as necessary. 




SLEEVE II in. 014 nim.H& 
AND \\ In (4t-3 mm I O.D. OF 

CONVENIENT LENGTH 

DRIVING ON TOOL NO. 630-5 

REVERSED 



MAINSHAFT 




Figure 80 
Installing P,T.O- Drive Shaft Oil Seal 



PAGE 46 



CHAPTER 2 







NOTE: Wash all components thoroughly in a 
gasoline or kerosene bath before inrtnllation* 

C Ajiscninjy 

Main Countershaft Assembly 

1. Pass the main countershaft through the rear compart- 
ment assembling iht gears in the following sequence* 
Figure 85:— 

a. 2nd-6th gear (dog-teeth forward). 

b, Rcverse/2nd-6th sliding coupling and connector.* 
c Phosphor-bronze thrust washer. 

d, Reverse gear (dog-teeth rearward). 

e. Phosphor-bronze thrust washer, 
f* bt-5th gear (dog-teeth forward), 

g* 3rd-?di/lst-5th sliding coupling and connector,* 

h, 3r d-7th gear (dog-teeth rearward), 

j. Thrust washer. 

j. Snap ring. 

*NOTE : These connect arx have a chamfer an nnr, 
aide an the inside diameter. This chamfer must 
br faring the rear of the transmission^ to allow 
the connector to Beat correctly on the splines of 
the main countershaft. 



TOOL NO. 1003 —\ 



TOOL NO «K-2 



MAIN COUNTERSHAFT 







TOOL N0.SS1 



REAR BEARING 



WAIN 

COUNTERSHAFT 



PUNCH 



DRIVING HOLE 










Figure 41 
Removing Main Countershaft Rear Bearing 



Figure 12 
Removing Output Shaft Pilot Bearing Outer Track 



Mains haft Asiftmbfy 

1. Make sure the snap ring retaining the maimhaft rear 
bearing is in position in the transmission housing. 

2. Install the 4th-8th coupling gear on the rear of the 
mains haft with the shift fork groove to the front. 

3* Position the miinshaft assembly and tap rearward 
until the rear bearing scats on the snap ring. 

Reverse Idler Assembly 

1, Position the reverse idler gear between its supporting 
lugs, Figure 78, with the extended hub of the gear 
forward, 

2, Pass the reverse idler shaft in from the rear compart- 
ment with the retaining boh hole forwards. Install the 
retaining bolt and locktab, tighten the bolt to the 
specified torque, (See Specifications, Chapter 3) and 
bend up the Jocktab, 

Gear Shirt Mechanism 

1, Position the lst-5th.i'3rd-7th shift fork Figure 76, on its 
appropriate sliding coupling, and pass the Ist~5th/3rd- 
7th bottom shift rail through the fork to locate in the 
bore of the reverse idler shaft. Make sure the oil relief 

■ 

groove on the shift rail is facing forwards. 

2. Locate the Rcverse/2cd-6th shift fork on its appropriate 



285 



O FORD MOTOR COMPANY LTD.. IttS 



PAGE *T 



PART 7-SEVEN AND EIGHT-SPEED TRANSMISSION 






TOOL MO. 

icoa 



TOOL NO. 
WO- 11 



PEAR SEARING 



HOLIOW SLEEVE 




TOOL MO 

952 






Fifluro 83 
Installing Main Counter shaft Rent Bearing 

sliding coupling and pass die Reverse 2nd-6tb bottom 
nil through from the rear with the fork retaining hole 
to the tear of the shift rail. Install the retaining screw 
and Jockniit to the fork And tighten to the specified 
torque. (See Specifications* Chapter "3.} Drive the 
soling plug into the rear of the bore, but do not stake 
the plug as it is retained by die rear support plate, 
Figure 75* 

3. Position the High,' Low shift fort and pass the High/ 
Low hoiiom shift mil through the rear compartment, 
with the oil relief groove to the rear, so that die rail 
locates in the far);. Install the retaining screw and 
locknut and tighten to the specified torque, (See 
Specifications* Chapter 30 

NOTE : Pits sealing ping is fitted to the High Lair 
hat turn whtjt rail bare t as the bore is covered ami 
seated by the r**nr support plate and gasket + 
Figure 7 J. 

4. If necessary, insert the two interlock plunger* into the 
bore from, the left-hand side of the transmission, case 
and install the screwed plug. Figure 59. 

5* Pass the *lth-£th top shift rail in from the rear with the 
oil relief groove rearward and install the 4th -Sth shift 
fork. Install the retaining screw and locknut and 
tighten to the specified torque, (See Specifications, 
Chapter 30 Drive in the sealing plug, Figure 74, and 
stake round the edge to secure. 



NOTE: When installing the remaining tap shift 
rails? make tare that the rails already in place 
are in the neutral position because otherwise the 
interlock plungers will prevent the rail nhtmt to 
be installed front entering ihefrvnt vappart hare* 
See Section 6 far in m tilling Seven-Speed Trans- 
mission npeeial interlock plunger. 

6. Fass the Reverse 2nd-oth top shift rail in from the rear, 
the oil relief groove rearward and assemble the Reverse; 
2nd-6th shift arm so that the bottom of the arm locates 
in the corresponding hole in the Reverse, 2nd-6th shift 
fork. Install the retaining screw and locknut and 
tighten to the specified torque, (See Specifications, 
Chapter 3.) Drive the sealing plug into the bore and 
secure by staking round the rdgc- 

7. Pass the lst-5th, 3rd-7th top rait into the bore from the 
front of the transmission with the oil relief groove 
forwards, assembling the connector to the rear end of 
the rati and the arm to the forward end, making sure 
the arm locates in the Ist-^th Vd-7ih fork, Install the 
respective retaining screws and lockouts and tighten 
to the specified torque. (See Specifications * Chapter 3.) 
Install the sealing plug,* Figure 62, at the front of the 
transmission, but do not stake as the plug is retained by 
the front support plait. If necessary, install the rear 
sealing plug and stake securely round the edge. 

'NOTE : There arc a total af seven shift rail bare 
scaling pings in this transm iMsiun. Five are located 
in lite rear fare af the transmission* Figure 14 t 
one in the front support plate and one behind 




Figure M 
Removing Main Countershaft Rear Bearing Cup 



PAGE 48 









CHAPTER 2 







£ = 



i 



2}M 



© FORD MOTOR COMPANY LTD,* i«5 



PAGE 49 



- PART 7-SEVEN AND EIGHT-SPEED TRANSMISSION 



the upper edge of the front support plate, See 
Figure 62* Six of themp seven plugs are identical 
and we -& in- (7.94 mm) deep and | in. (15.88 
mm) diameter* Th* remaining plug it that which 
teal* the l*i-5thf3rd-7th bottom thift rail bore 
at the front of the transmission* and in the same 
diamwtmr as the other nix. but it only J m» (6-SS 
mm) deep. 

8. Pass the High Low top shift rail in from the rear of the 
transmission with the oil relief groove rearward. 
Assemble the High/Low shift arm and make sure the 
arm locates in the corresponding hole in the High Low 
shift fork, Figure 76. Install the retaining screw and 
lockout, and tighten to the specified torque. (See 
Specification^ Chapter 3.) Drive the sealing plug Into 
the bore and secure fay staking round the edge. 

9. Install the four shift rail detent balls, springs and 
plungers* Figure 77, making sure the balls and plungers 
slide free It into their bores. 



10. Make sure that all shafts and gears will rotate freely, 
and that all sliding couplings will engage their respec- 
tive gears* 



Remaining Assembling 

1. Refer to Section 4C for installing the secondary 
countershaft, the output shaft, and the rear support 
plate assemblies. 

2. Refer to Section 3C to install the main drive input 
shaft, the front support pUte, the dutch release hub 
support, and the dutch operating linkage. 

3. Refer ro Section 2C for installing the gear shift levers 
and cover assembly. 

4. Refer to Part 15 for instructions to rejoin the trans- 
mission to the engine and front axle assembly! and also 
to the rear axle assembly. 



6, SEVEN-SPEED TRANSMISSION 



In certain territories^ the local legal requirements call for a 
certain road speed limit for tractors. This is less than the 
maximum speed possible in 8th gear on the Super Major 5000. 
For these territories a special interlock has been devised to 
prevent 8th gear being selected. Figure 67- Except for this 
interlock plunger and three modified Top shift rails (2nd-6th/ 
Reverse; High /Low; and 4th)> Figure 66 s the transmission is 
identical to the eight-speed. Servicing procedure is only 
affected during disassembly and installation of the special 
interlock plunger and disassembly and installation instructions 
are as follows: — 



A* Disaesmibly 

M * Refer to Section 2A to remove the shift levers and 
cover assembly; and to Section 4A to remove the rear 
support plate, output shaft and secondary countershaft 
assemblies. 

2* Make sure the 4th shift rail is in the forward (engaged) 
position and remove the retaining screw and lockout 
from the High Low shift connector arm, Figure 87, 
and slide the rail out to the rear, pushing the sealing 
plug out with the end of the rail, 

3. Remove the locknut and retaining screw from the 
Reverse 2nd-6th shift fork and move the rail forward 
enough to allow the rear of the rail to dear the rear 
support bore, 

4. Remove the special interlock bore plug, Figure 87, 
from the right hand side of the transmission and use 
a suitable piece of wire to push the interlock plunger 
out of the bore. 



DETENT 



REVERSED* 6th SHIFT 
RAIL AND ARM 




HIGH/LOW 

BOTTOM SHIFT 
RAIL AND FORK 



RE VERSED d bi H 
BOTTOM SHIFT 

RAIL AND FORK 



Figuri M 
7-Spted Shift Mechanlim Component! 



PAGE 50 






CHAPTER 2 



M1GHL0W SHIFT 
CONNECTOR 




INTERLOCK BORE 
SCREWED PLUG 



REAR FACE OF 
'TRANSMISSION 



PLUNGER REDUCED DIMETER 
TO FIT HORIZONTAL SLOT 

IN 2nd-6th REVERSE RAPL 



1&Milh£fd*7<h SHIFT RAIL 
BORE 



■HIGH/LOW SHIFT RAIL 
(IN HIGH POSIT ION) 



Figure!? 
7- Speed Interlock Plunger Diagram 



5. Proceed with disassembly as described for the eight- 
speed transmission in Section 5A* 

B* Assembly 

! , Pass the 4th top shift rail into the bore from the rear, 
with the oil groove and detent rearwards and install the 
4th fork. Install the retaining screw and lockout to the 
fork and tighten to the specified torque, (See Spectfi- 
carjons, Chapter 30 Drive in the sealing plug and 
stake round the edge to secure. 

2, Pass the Rcversc/2nd-o , rh shift rail in from the rear with 
the slotted end rearwards and assemble the shift arm 
so that the bottom of the arm locates in the corres- 
ponding hole in the Reverse 2nd-6th shift Fork, Figure 
86. Push the rail forward enough to allow the slotted 



end to clear the rear support bore. 

3. Insert the special interlock plunger, the reduced 
diameter section foremost, until it contacts the 4th 
shift rail. 

4. Slide the Reverse 2nd-6th rail rearward locating the 
blotted end onto the reduced diameter of the s pedal 
interlock plunger, Install the shift fork retaining screw 
and locknut. 

5. Drive the Rtverse/2nd-6lh bore sealing plug into posi- 
tion and secure by staking round the edge* Screw in the 
plug sealing the special interlock bore and securely 
tighten. 

6. Proceed with assembly as described for the eight-speed 
transmission in Section 5C 



2 65 



FORD MOTOR COMPANY LTD. 1965 



PAGE 5! 









I'arL 7 



SEVEN AND EIGHT-SPEED TRANSMISSION 

Chapter 3 
SPECIFICATIONS AND SPECIAL TOOLS 









Srriirm Papf*- 

1. Spetincatkms . T ... 53 




1, SPECIFICATIONS 




SPECIFICATIONS 


FORD 2O0Q 

AND FORD 1000 
FORD 3000 


FORD 5000 


Number of Speeds i 
Forward 
Reverse 


Eight (or Seven) 
Two 




Type of Drive Line 


In Line In Line 


Stepped 


Main Drive Input Ratio: 

Eight Speed 
Seven Speed 


19 : 56 29 : 46 
17 : 57 27 : 48 


Direct 
Direct 


Number of Shift Levers 


Two Two 


Two 


Baring Types 


Ball, Tape* and Straight Rail and Taper Roller 
Roller 


Gear Bushings. 


Reverse Idler Gear, All Mairohaft Gear*, 
Output Shaft Gear Output Shaft Gear, 

Reverse Idler Gear 


All Main Countershaft 

Gears, Output Shaft Gear, 

Reverse Idler Gear 


Output Shaft Eud Float 


Nil Nil 
Maximum Permissible Pre-load 0002 in. 


Nil 
(00508 mm.) 



End Float Shuns Available 



(All 7 and 8-Speed Transmissions) 
0-003 in. CO 076 mm.) 
005 in. (0 127 mm,) 
0-012 in, (0-305 mm.) 



P,T a O + Output Shaft Speed Engine 
Speed 



Trans. F.T.O. Ind. and Trans. F.T,0. 

540 r.p + nu si 16QQ rp,m + 540 r^p.m. at 1810 r.p.m. 

Live F.T.O. 
540 r.p.m, at 18 10 r.p.m. 



Ind. F.T.O. 
540 r t p.m + at 1900 r*poa. 



OH Capacity: 

Imperial Quarts 
U.S, Quarts 
Litres 



Trans, and Live F.T.O, 
110 
13-2 

12-5 






Trans, and Ind. PXO, 
KM 
13-2 
125 



Ind. P.T.O. 
12 5 
150 
142 



Oil Grade: 

(All 7 and 8- Speed Transmissions) 



Ford Specification 
ESEN-M2C85-A 

or 
ESN-M2C77-A 






General Specification 
SAE SO EP 

SAE 20W/30 



T/*7 



© FORD MOTOR COMPANY LTD.. 1MT 



CAGE H 



PART 7— SEVEN AND EIGHT-SPEED TRANSMISSION 



GROUND SPEED CHARTS 
FORD 2000 and FORD 3000 f8-Sp«dj (Prior to September 1965) 



Gear 






Ground Speeds* 


RllLOfl 


1000 


1250 


Engine r.p.m. 

1500 1750 


I9O0 


2000 


t 
2100 


Front 
Trans. 

32-25 


Final 
198-85 


mph 


kph 


mph 


kph 


mph 


krh 


mph 


kph 


mph 


kph 


mph 


kph 


mph 


kph 


lit 


0-66 


106 


082 


1*32 


0-98 


1-58 


1-15 


3-S5 


1*24 


2 00 


1-31 


2-11 


1-38 


2-22 


2nd 


20-58 

- 

1229 

903 
9 03 
576 
3-44 
2-53 
19-73 


126-89 


1-03 


1-66 


1*23 


206 


1-54 


2-48 


1-79 


2-aa 


1 95 


3*14 


205 


3-30 


215 


3-46 


3rd 


75-78 
5568 


172 


2*77 


215 


3-46 


2 53 


4*15 


3-01 


435 


3*27 


5 26 


3-44 


5-54 


3-61 


5-81 


4th 


234 


3*77 


2-93 


4-72 


3*51 


565 


410 


660 


4*45 


7*16 


4-68 


7-53 


4-91 


7 91 


5th 


55-68 
35-52 
21 21 
15-60 
121*66 


234 


3*77 


243 


4-72 


3*51 


5-65 


4-10 


660 


4-45 


7*16 


4 68 


7-53 


4-91 


7-91 


6th 


3-67 


5-91 


459 


7-39 


5-23 


8*42 


6*42 


10-34 


6-97 


LI -22 


7-34 


11-81 


7-71 


1241 


7th 


6' 15 


9-90 


7 68 


12 36 


9 22 


14-S4 


10-75 


17-31 


11'68 


18-80 


12-29 
16-73 


19-79 


12-90 


20-77 


Bth 


337 


13-48 


1046 


16 -84 


12-55 


20-2 


14-64 


23-57 


15-89 


25-58 


26-94 


17-57 


28*29 


Low Reverse 


1-D7 


1-72 


1-34 


2 16 


1-61 


2-59 


1-37 


3*01 


2-03 


3-27 


2-14 


3-44 


2-25 


3-62 


High Reverse 


5-53 


34*10 


3-83 


6- 17 


4-78 


7-70 


5-74 


9-24 


6-69 


10-77 


7-27 


11-70 


7-65 


12-32 


803 


12-93 



FORD 2000 *nd FORD 3000 (8-Speed) (After Scpurmbrr 1965) 




















Gear 


Katies 


Ground Speed.* 


1000 


1250 


Ed 
1500 | 


ginc r.p.m. 
1750 


1900 


2000 


t 
2100 


Front 
Trans, 


Final 


mph 


kph 


mph 


kph 


mph 


kph 


mph 


kph 


mph 


kph 


mph 


khp 


mph 


kph 


ht 


26-91 

21-56 

12-29 

9*03 

7-54 

603 

3-44 

2 53 

1872 

524 


165-94 
132-95 
7579 
55 6S 
4650 
3718 
21-21 
15-60 
11544 
32*31 


079 


127 


098 


I -58 


118 


1-90 


1-37 


2-21 


149 


240 


1-57 


253 


1-65 


2-66 


2nd 
3rd 


0-93 
1-72 


1-58 


1-23 


1-97 


147 


2*36 


1*72 


276 


1-86 


2-99 


1-96 


3-15 


206 


3-31 


277 


2-15 


3-46 


2*58 


4*16 


3-01 


4-85 


3-27 


5-26 


344 


5*54 


3-61 


5-82 


4th 

5th 

6th 

7th 

8th 
Low Reverse 
High Reverse 


2-34 


377 


2-92 


471 


3 SI 


5-66 


410 


6-59 


445 


715 


4 68 


7*53 


4-91 


7-91 


281 


4*51 


3*51 


5*64 


421 


677 


4-91 


7-89 


5-33 


8*57 


5*61 


9-02 


5HS9 


947 


3-51 


564 


4*38 


7*04 


526 


845 


613 


9-86 


666 


1071 


7*01 


11*27 


7*36 


11-83 


6-15 


9-88 


7*68 


12 36 


922 


14-84 


10-75 


17-31 


11 68 
15-89 


18-79 


12*29 


19-78 


12-90 


2077 


8-37 


1346 


10*46 


1683 


1255 


2019 


14-64 


23-56 


25-57 


1673 


26-92 


1757 


28-27 


i-13 


1-82 


141 


227 


170 


272 


198 


318 


215 


i-45 


2-26 


363 


2-37 


3-81 


4-04 


6-49 


504 


8-11 


605 


974 


706 


11-36 


7 67 


12-33 


8-07 


L2-98 


847 


13-63 



* Ground Speeds Based on 6-17:1. Rear Axle Ratio and 112/ LO-28 Rear Tyres 
t Only Ford 3000— Gasoline 



PAGE M 



CHAPTER 3 



FORD 2000 and FORD 3000 (7 Speed) (Prior to September 1965) 



Gear 


Ratio* 




Ground Speeds* 1 


1000 


Engine r.p. 
1250 1500 


in. 
1750 


2000 


Front 
Trans. 


Final 


kph 


kph 


kph 


kph 


kph 


1st 


36-69 


226-23 


0% 


1-20 


144 


1*68 


192 


2nd 


2342 


144-40 


150 


1-87 


2-24 


2-62 


299 


3rd 


13-96 


86-20 


2-51 


314 


3-76 


4-39 1 502 


4th 


10-27 


63-32 


3-42 


4-28 


5^13 


5-99 


6-34 


5th 


10-27 


63-32 


3-42 


4'28 


5-13 


599 


6-34 


6th 


6-55 


40-39 


5-36 


6-70 


804 


9-38 


10-72 


7th 


3-91 


2411 


8-97 


U-21 


1178 


15 70 j 17-94 


Low Reverse 


2246 


138-49 


1-56 


1*95 


2*34 


273 


312 


High Reverse 


62? 


38-78 


5-58 


6-97 


6-36 


976 


11 15 












FORD 2000 and FORD 3000 (7 -Speed) (After September 1965} 



Gear 


Ratio* 


Ground Speeds* 


1000 


1250 


^ine T.p 

1500 


.TU. 

1750 


2000 


Front 
Trans* 




kph 


kph 


kph 


kph 


kph 


1st 


36-69 


226-25 


0-96 


1-20 


144 


166 


1-92 


2nd 


2453 


151-27 


143 


179 


215 


2-50 


2-86 


3rd 


13 98 


86-21 


2-51 


314 


377 


4*39 


502 


4th 


10-27 


6333 


342 


4-28 


513 


599 


, 6 34 


5th 


10-27 


63-33 


342 


4-28 


5-13 


599 


6-84 


6th 


6-87 


42-36 


511 


6-39 


767 


8-94 


1022 


7th 


3*91 


2411 


8-97 


U-21 


1346 


15-70 


17-94 


Low Reverse 


2246 


138-50 


1-56 


1-95 


234 


273 


312 


High Reverse 


6*29 


3879 


5-58 


697 


8-36 


9-76 


IMS 



* Ground Speeds Based on 6 17; 1 Rear A*Le Ratio, and 11*2/10-28 
Rear Tyres 



7/87 



© FORD MOTOR COMPANY LTO^ 1967 



PAGE 55 



^^^^^H- 



PART 7-SEVEN AND EIGHT-SPEED TRANSMISSION 



FORD 4000 [fl-Spced) (Prior to September 1%5) 






















Gear 


Ratios 






Ground Speed** 








1000 


1250 


Engine r 
1500 


-[3.111. 

1750 


2000 


2200 


Front 
Trans. 


Final 


mph 


kph 


mph 


kph 


mph 


kph 


mph 


kph 


mph 


kph 


mph 


kph 


1st 


17-36 


273-42 


0-58 


0-93 


0-73 


1-18 


0-87 


1-40 


102 


1-64 


1-16 


1*87 


1-23 


206 


2nd 


1 103 


17451 


091 


147 


M4 


1-84 


1-37 


2-21 


]-60 


2-58 


1-83 


2 95 


201 


3-24 


3rd 


6-61 


104 11 


1-53 


2-46 | 1-91 


2 49 


230 


3 70 


2-68 


4-32 


306 


4-93 


337 


5-43 


4th 


4-86 


76-55 


2-08 


3-35 


2 61 


4'20 


3-13 


504 


365 


588 


417 


672 


4-59 


7-39 


5th 


4-86 


76-55 


208 


3-35 


261 


4-20 


3-13 


5-04 


3-65 


5-88 


417 


6<72 


4-59 7-39 


6th 


3- 10 


48 S3 


3-26 


5-25 


407 


655 


4-89 


7-88 


5*71 


9-20 


6-53 


10-51 


7-18 


11-56 


7th 


lis 


29 14 


5-47 


8 31 


684 


11-01 


8 21 


1322 


9*57 


15*41 


10-94 


17-62 


1204 


19-39 


8th 


1-36 


21-42 


7-44 


1198 


"■30 


14-98 


1117 


17-99 


13-02 


20-97 


1439 


23-98 


16-38 


26-38 


Low Reverse 


1063 


] 67-42 


0-95 


IS4 


1 19 


1 92 


[-43 


2-30 


1-67 


269 


190 


3-06 


2-10 


3-38 


High Reverse 


297 


46-77 


3-40 


547 


4-25 


6-84 


511 


8-23 


5-95 


9-58 


6-80 


10-95 


7-49 


1206 



FOKD 400& (8 -Speed} (After SepLeoiii 


sr 1965 


' 






















Gear 


Ratios 




Ground Speeds* 






1000 


1250 


Engine r 
1500 


p*mu 

1750 


2000 


2200 


Front 
Tr-m-i. 


Final 


mph 


kph 


mph 


kph 


mph 


kph 


mph 


kph 


mph 


kph 


mph 


kph 


1st 


14-49 


228-22 


0-70 


1-12 


0-87 


140 


1-04 


J-6S 


1-22 


1-96 


1-39 


2-25 


153 


2-47 


2nd 


1141 


182-86 


0-87 


1-40 


109 


1-75 


1-31 


2-10 


153 


245 


1-75 


2 80 


1*92 


3'08 


3rd 


6 61 


104-11 


1-53 


2-46 


1-91 


3-08 


2-30 


3-70 


268 


4-31 


306 


4-93 


3-37 


542 


4th 


4-56 


76 55 


209 


3-36 


2-61 


430 


343 


5-04 


365 


5-88 


4-17 


6-72 


4-59 


7-39 


5ch 


406 


63-95 


2-50 


4-03 


313 


503 


3-75 


604 


4-37 


7-05 


500 


3-05 


5-50 


S-86 


6th 


325 


58-19 


HI 


5-01 


3-S9 


6-27 


4-67 


7-52 


545 


8*77 


6-23 


1003 


6-85 


11*03 


7th 


1-85 


29*14 


5 '47 


8-81 


6 84 


11-01 | 8-21 


13 21 


9 58 


1542 


1095 


17-62 


1204 


19-38 


Sth 


1-36 


21-42 


7*44 


tt-M 


931 


1498 


11-17 


17-97 


1303 


20-97 


14 -89 


23-96 


16-38 


26-36 


Low Reverse 


10-08 


158-76 


1-00 


1-62 


126 


2 02 


15] 


243 


1-76 


283 


201 


3-24 


2-21 


3-56 


High Reverse 


2-82 


44-42 


3-59 


5-73 


449 


7-22 


5-39 


8-67 [ 6-28 


10-11 


718 


11-55 


7-90 I 12-71 



* Ground Speeds Based on 1575:1 Rear Axle Ratio, and 12 4/11-36 Rear Tyres. 



PAGE 5& 






CHAPTER 3 



FORD 4000 (7-Speed) (Prior to September 1965) 





Ratios 


Ground Speeds* 


1000 


Engine i 
1250 1500 


-.p.m. 

1750 


2000 


2200 


Front 
Trans. 


Final 


kph 


kph 


kph 


kph 


kph 


kph 


1st 


19-45 


306 34 


0-86 


108 


1-30 


151 


1*73 


1-90 


2nd 


12-41 


195-46 


135 


168 


203 


2-35 


2-69 


2-96 


3rd 


7-41 


116 71 


2-25 


232 


3-38 


3-95 


4-53 


4-96 


4th 


5-45 


85-84 


306 


3-83 


460 


536 


613 


6-74 


5th 


545 


8534 


3-06 


383 


4'60 


5-36 


613 


6-74 


6th 


3-48 


5481 


480 


600 


7-21 


8-41 


9*61 


1057 


7th 


207 


32-60 


8'08 


10-09 


1212 


1413 


1615 


17-77 


Low Reverse 


11-91 


137-58 


1-40 


1-76 


241 


2-46 


2S1 


30? 


High Reverse 


3'33 


52-45 


SQ2 


6-27 


753 


8-78 


1004 


1104 



FORD 4000 (7-Speed) (After September 1965) 



€ear 






Ground Speeds* 


Ratios 


1000 


Engine 
1250 | 1500 


r»p.m. 
1750 


2000 


2200 


Front 
Trans. 


Final 


kph 


kph kph 


kph 


kph 


kph 


1st 


1945 


306 34 


0'86 


I OS 


I 30 


1-51 


1-73 


1-90 


2nd 


13 01 204 91 


I 29 


1-61 | 1 93 


2'25 | 2-57 


2-83 


3rd 


7-41 


116-71 


225 


282 


338 


3-95 


4-51 


4-96 


4ih 


5-45 


85 84 


3-06 


383 


1-60 


5 36 


613 


6-74 


5 th 


545 


85-84 


306 


3-B3 


460 


5 36 


13 


674 


6ih 


3-64 


57-33 


4 59 


5-74 


6*9 


8-05 


9-18 


1010 


Vlh 


2 07 


32 60 


808 


10-10 


1212 


14 13 


1615 


17-77 


Law Reverse ' 


J! -01 


187-58 


1-40 


1 76 


211 


246 


281 


3 09 


High Reverse | 3-33 52 45 


5'02 


6-27 


7-53 


8-78 


1004 


]KM 



* Ground Speeds Based on 1 5 75 : 1 Rear Axle Ratio, and 12-4/1 1-36 Rear Tyres. 



7/o7 



FORD MOTOR COMPANY LTD.. 1MT 



PAGE ST 



PART 7— SEVEN AND EIGHT-SPEED TRANSMISSION 



FORD StiOQ (8-Spced) (Prior to September 1965) 






















Gear 


Ratios 










Ground Speeds* 






1000 


1250 


Engine 

1500 


1750 | 2000 


2100 


Front 
Trans. 


Final 


mph 


kph 


mph 


kph 


mph 


kph 


mph 


kph 


mph 


kph 


mph 


kph 


[St 


10-93 


259 -99 


0-61 


0-98 


076 


122 


0.92 


1-48 


1-07 


1-72 


1 23 


1-98 


1-29 


208 


2nd 


6 98 


16603 


9-96 


1 55 


120 


193 


144 


232 1 1-68 


2-70 


1-92 


309 


2-02 


3-25 


3fd 


4*17 


99*19 


161 


2-59 


2-01 


3 23 


2-41 


3-88 > 2-S2 


4-54 


3-22 


513 


3-38 


544 


4th 


306 


72 -79 


2 19 


3*53 


274 


4.41 


3-29 


5-30 | 3-83 


6-17 


4-3S 


705 


4-60 


7-41 


5th 


306 


72-79 


2 \9 


353 


2-74 


441 


3-29 


5-30 


3-83 


6-17 


4-38 


705 


4-60 


7 41 


6th 


1-96 


46 62 


343 


5-52 


4-28 


6 89 


5-14 


6-2? 6-00 


9-60 


6-R5 


11-03 


7-20 


1 ] -59 


Tib 


M7 


27 S3 


575 


9*26 


713 


11-56 


8-62 


13-88 ! 10-06 


16-20 


11-49 


18-50 


1207 


1943 


8th 


086 


20 46 


7*82 


12*60 


977 


1573 


n-74 


18-90 


13-68 


23-02 E5-63 


25-16 


16-42 


2644 


Low Reverse 


671 


159-61 


1-00 


1-61 


1-25 


201 


MO 


242 


175 


2-82 


200 1 3-22 


210 


338 


High Reverse 


1-88 


44-72 


3-57 


5-75 


4-47 


720 


5-37 


865 


6-26 


10-03 


7-15 


11-51 


7-51 


12-05 


* Ground S] 


iceds Based 


on 23-787:1 


Rear £ 


lx le Ra 


tio and 


124/11-36 Rear Tyres. 







FORD 5000 (8-Spced) (Aft 


cr ScpttDib< 


?r 1965 
























Gear 


Ration 






Ground Spe^da* 




1000 


1250 


Engine 
1500 


r.p*Dii 
1750 


2000 1 210O 


Front 
Travis. 


Final 


mph 


kph 


mph 


kph 


mph 


kph 


mph 


kph 


mph 


kph 


mph 


kph 


Ut 


913 


21718 


078 


[-26 


0-98 


1-57 


117 


1-99 


1-37 


2-20 


1-56 


2-51 


1-64 


2-64 


2nd 


7*32 


174-12 


0-98 


1-57 


1*22 I 196 


146 


236 


1-71 


2-75 


1-95 


3-14 


2-05 


330 


3rd 


4-17 


9919 


1-7] 


275 


214 


3^44 


2-57 


413 


3-00 


4-82 


343 


5-50 


3-60 


578 


4th 


3-06 


72-79 


2-33 


3-74 


2-91 


4-63 


3 49 


561 


4-07 


6-55 


4-66 


7-49 


4-89 


7-86 


5th 


ddr i_?T!" 


60-42 


2-79 


4 49 


349 


5-61 


4-19 


673 


4-88 


7-85 


5-58 


8-97 


5-86 


942 


6th 


205 


48-76 


3 48 


5 60 


435 


6-99 


5-22 


8-39 


6-09 


979 


6% 


1119 


7-31 


11-75 


7th 


117 


27 -S3 


612 


9-56 


7-65 


11-95 


918 


14-34 


1071 


17-23 


1224 


19 11 


12*85 


20 0? 


oLTJ 


086 


20 46 


8-32 


13-38 


10-40 


1673 


12-49 


20-07 


1457 


23-42 


1 16-65 


26-76 


17-48 


28-10 


Low Reverse 


6-36 


151-29 


M2 


1-80 


1-40 


2-25 


168 


2-70 


196 


3-15 


2-24 


3-60 


2-35 


378 


High Reverse 


1-78 42-34 


401 


6-45 5-01 


S07 


601 


968 


702 | 11-29 


3-02 


12-90 


842 


J 3-5:1 


* Ground Sp« 


eda Based on 23767:1 I 


lear As 


ie Ratio* and 13-6/12- 


38 Rear Tyres. 





PAGE Sfl 







CHAPTER 3 



FORD S0O0 (7 -Speed) [Prior to September 1965) 









Gear 






Ground Speeds'* 


Ratios 


1000 


1250 


Engine 
1500 


r.p.m. 

1750 


2000 


2100 


Front 
Trans. 




kph 


kph 


kph 


kph 


kph 


kph 


1st 


10-94 


28130 


1-00 


1-26 


1-51 


1*76 


201 


211 


2nd 


6-98 


17948 


1-57 


1-96 


2-36 


2 75 


3-14 


330 


3rd 


417 


107 22 


2-64 


3-30 


3% 


462 


528 


5-54 


4th 


3-06 


73-66 


3-59 


4-43 


538 


6-27 


717 


7-53 


5th 


306 


78-68 


3-59 


4-48 


5-38 


6-27 


7 17 


7-53 


6th 


1-96 


50-40 


5>60 


700 


8-40 


zoo 


n-20 


11-76 


7th 


117 


3008 


9-38 


11-73 


1408 


16-42 


18-77 


19-71 


Low Reverse 


6-70 


172-28 


1 64 


205 


2-46 


2-37 


3-23 


3-44 


High Reverse 


1-88 


48 34 


585 


7-31 


8-77 


10-23 


11*69 


12-28 









- 

































FORD 5000 (7-Speed) (After September 1965) 






Gear 






Ground Speeds* 


Ratios 


1000 


1250 


Engine 
1500 


ripfin* 

1750 


2000 


2100 


Front 
Trans. 


Final 


kph 


kph 


kph 


kph 


kph 


kph 


1st 


10-94 


281-30 


1-00 


126 


1-51 


1-76 


201 


2-11 


2nd 


7-32 


138-21 


1-50 


187 


2-25 


2-62 


3-00 


315 


3rd 


417 


107-22 


2-64 


330 


396 


4-62 


5-28 


5-54 


4th 


| 306 


78-68 


3-59 


4-48 


538 


627 


7-17 


753 


5th 


306 


78-68 


3 59 


4-48 


5-38 


6-27 


7-17 


7-53 


6th 


2-OS 


52-71 


5-37 


6-71 


8-05 


9-39 


1073 


11 27 


7th 


M7 


30 08 


9 39 


11-73 


1403 


16-42 


1877 


1971 , 


Low Reverse 


6-70 


172-28 


1-64 


2-05 


2-46 


237 


3-28 


3 44 


High Reverse 


1-88 


48-34 


5-85 


7-31 


877 


1023 


11 70 


12-28 









* Ground Speeds Based on 25713 : 1 Rear Axle RatiOj and 13-6/12-38 Rear Tyres, 




























7/67 



© FORO MOTOR COMPANY LTD,. 1967 



PA££ m 



PART 7— SEVEN AND EIGHT-SPEED TRANSMISSION 



TICHTl-NliS<; TORQUES 11. ft, 

{m*kg*, rtpiivdlrnt* in parrnthc*c*t 



FORD 2400 

AND 
FORD J0OO 



FORD 4000 



FORD 5000 



Release Bearing Hub Support Bolts 



23-29 
18-4 00) 



23-29 
(SIMM) 



35-47 
(4-84-6-50) 



Clutch Release Fork (bolt and lockout) 


Refer to Pun 4, Quiches, 

Specification 


Section. 


Not 
Applicable 


From Support Plate Bolts 


23-2$ 
(318-4 00) 


23-29 
(3-18-4-00) 


23-29 
(3-18-4-00) 


Gear Shift Cover Assembly Bolts 


23-29 
{3*18-4-00) 


23-29 
(3-18-4 00) 


35-47 
(4-84-6-50) 


Gear Shift Forks (bolts and lockouts) 


20-25 
(2-76-346) 


20-25 
(276-3-46) 


20-25 
(2-76-346) 


Shift Lever Stop Plated) Bolts Nuts 


14-17 
(1-94-2-35) 


14-17 
(l-94r-2-35) 


14-17 
(194-2-35) 


Safety Switch Operating Roller Support 
Plait i Switch Re diner Bolts 


14-17 


14-17 
(1-94-2-35) 


14-17 
(1-94-2 35) 


Output Shaft Re-tamer Bolts 


23-30 
(3-18-415) 


23-30 
(318-415) 


24-30 
(3-3 1-4- 15) 


Rear Support Plater Bolts 


24-30 
(361-415) 


24-30 
(3-31-4-15) 


24-30 
(3-31-4-15) 


Reverse Idler Shaft Retaining Bolt 


15-18 
(207-249) 


15-18 
(2K>?-249) 


15-18 
(207-249) 


Main Drive Input Shaft Bearing Retainer 
Plate Bolts 


Not Applicable 


40-50 
(553-691) 


Not Applicable 



2. SPECIAL TOOLS 






Tool Number DeacTiplion 

1003, .......... ...... * , ..... Puller— Single End Arm (Lirge). 

951 Pulling Attachment (Small). 

952 T . T Pulling Attachment [Large). 

625-A Shaft Protectors (Set of Siat). 

OArO ■ <■*<■■ » « ■ *'h 1 ■ ■ >■*■.■■ r ■ i ■ >■«<■•■■«■ 

DJv" 1 ■■■*■■■■ j ■ ■■«■«■■.■■.■■ ■ ■■■*■«■* 

943 

■'Tt* til I ft + # 4 ■ ■■>■ ■ ■ ft, m m m ■■ ft ri ■ ■ ■ ■* ■» I ■ ■ ■ r 

TTJ"u i i i i f« ii if i i ft t f ■ t i «•» I « t * ft • f f * 

* 4 t/Tp? a i *' i <■ i # ■ ■ ■ 

SW 4 
SW.501-2 
T.7077 . 



4 ■■§- + + ! ■«- + *• 14* 



■■-l--l-t-r*--t J 



riifth + riikhririi i 



* # 4 - - ' .-■-..*.. 



Step Plate Adaptors (Set of Eleven). 
Step Plate Adaptors (Set of Six). 
Internal j External Pulling Attachment. 
Slide Hammer, 

Internal Pulling Adaptors (Set of Two), 
Main Countershaft Front Bearing Remover, 
Main Countershaft Front Hearing Remover, 
Tube Spanner, 



PAGE eo 



CHAPTER 3 



T.7072 . . . 
SW.501-3 . 

954 

955-14 

r iOI ....... 



it| |«4II 



...... 



P.T.O. Countershaft Front Bearing Remover. 
P.T.O. Countershaft Front Bearing Remover, 
Pilot Bearing Puller. 
Puller Adaptors (Set of Two). 
Heavy Duty Ratchet. 
938 Push-Puller. 



■ 4 . . k f * t ■ ■' I I I f M 



■ t.l.qlk,,.... 



I 4 . * . * I 



■ ■ ■ ■ r r » • » • 
!.»*«. ......... »■•',.. 



■ ■ ■ » H 



wJl^^^M ■ ■ ■ . ...i.......... ■ . ■ ■ ■ . . ■ . . 

930-E „. i, 

934 

* * * *.....*.. 

* * * 

...... ...... »■...*«.. ....... ..p. v. •■<..* 

L 2 in. (50 8 mm.) I.D. and 2i in. (60-3 mm.) O.D. 

2. i\ in. (31-8 mm.) I.D. and If in. (41*3 mm,) O.D. 

3. 1£ in. (36-5 mm,) I.D. and 1} in. (44-4 mm.) O.D. 

4. 1 ^ in. (269 mm.) I.D. and 1} in. (31 7 mm.) O.D. 



Push-Puller Legs (Set of Two). 

Push-Puller Legs (Set of Two). 

Female Threaded Adaptors (Set of Two). 

Sted Rods — fc in. (4-8 mm.) dii., and 2 in, (50'& mm.) long. 

Sleeves of Convenient Length (Listed below): 

5. 1 A in- (397 mm) I.D. and 2 £ In. (524 mm.) O.D. 

& 2h in. (524 mm) LD. and 2 A ra. (58 7 mm) O.D. 

7. 21 in, (63-5 mm) LD, ind 3 in. (76.2 mm) O.D. 

8. 1 in. (254 mm.) I.D. and I J in. (34-9 mm.) O.D. 










































- 




































7*7 



© FORD MOTOR COMPANY LTD.. 1*7 



PAGE (< 



PART 7— SEVEN AND EIGHT-SPEED TRANSMISSION 









1 

- 

i 

i 

ii 



1 



i 



= ? 

— a 
i- •» 

!i 

"1 

g c 

a 

o 



PAGE 62 



UiT^u U 



CHAPTER 3 










3 r < 



J! * 
Q C 

.5 ** 



1- 



H 

a 

a: 



! 



7#7 



© FORO MOTOR COMPANY LTD., 1Bt7 



PAGE ea 



MAIM DRIVE INPUT SHAFT 



MAINSKAFT 




Tti-sr*i GEAR 



REV£R$£ IDLER 
GEAR 



REVERSE 
GEAR 



SNAP RING 



THRUST WASHER 



3«|-Nh GEAR 



SLIDING COUPLING 



J \ 1ST / N — \ 



^ 



31T 




(Iti^-aih SLIDING COUPLING 



35T 




SECONDARY COUNTERSHAFT 



1ST 



l* 1 



^1 



OUTPUT SHAFT GEAR 




HIGH LOW SLIDING 
^OUPLJNG 




OUTPUT SHA> r 



MAIN COUNTERSHAFT 



2nd-*th GEAR 



2nd-*th REVERSE SLIDING COUPLING 



FORD 5000 — Gear Identification Diagram (Currant Ratlai) 
For previous ratio £*nr« are Page 49 









Part 7 



SEVEN AND EIGHT SPEED TRANSMISSION 






Chapter 4 
DUAL POWEP TRANSMISSION - FORD 5000 AND 7000 



xk*n 






Pag? 


L. 


Description and Operation 


■ ■ 


65 


2. 


Planetary Gear Set Overhaul 


» r 


69 


3. 


Pressure Testing 


* - 


» i o\J 






L DESCRIPTION AND OPERATION 



The Dual Power transmission consists of a planetary gear 
set intuited directly between the clutch and the input 
shaft of the transmission., 



The planetary gear set incorporates two hydraulicaDy 
operated clutches which lock an element or elements of the 
planetary fear system together to produce either a normal 
direct drive to the transmission or a power underdrive 
which lowers the speed but increases the torque. 




Figure 1 

Dual Powwr Planetary Gear Set- 
Normal Direct Driw Operation 



1 . Direct Drive Clutch Plata* 4. Dtrtqt Drive Clutch Piston Pr«£ure 
2- Sun G*»f 5- Ring Gwr 

3. Plinttiry Carrnr 6- Pinion 



Normal Direct Drive 
With reference to Figure 1 . 

Locking any two members of a planetary gear system 
together results in a direct drive with no change in speed 
or direction of rotation. 

Compressing the direct drive dutch plates locks the sun 
gear to the planetary carrier which is the output member of 
the system. Applying power to the ring gear results in a 
normal direct drive. 



r 




Figure 2 
Dual Power Planetary Gear Set- 
Power Unttardrtva Operation 



1. Undtrdrivu Clutch Plilot 

2. Sun G**f 

3. Plinttiry Homing 

4. Undtrdriv* Clutch Piston Prasum 



&, Ring Gew 

A. Plmiury C*ffitr 

?. Pinion 



a/73 



© FORD MOTOR COMPANY LTD. 1973 



PAGE 65 



PAHT 7 - SEVEN AND EIGHT - SPEED TRANSMISSION 



Underdnve 
With reference to Figure 2. 



Compressing the undertime dutch plates, locks the sun 
gear to the planetary housing. Applying power to the ring 
gear forces the pinions to rotate on their own axes ind 
*wajfc' around the sun gear, taking the planetary carrier with 
them, The plane lary carrier is the output member of the 
system and luih^ in ihe same direction as The ring geat but 
it a lower speed with a resultant increase in torque. Tlu* 
condition produces* power underdrive. 



The control valve, which has no neutral position, is 
connected through an adjustable cable and Linkage to a 
hand lever on the left-hand side of the Fuel tank shroud, 
see Figure 3- The lever is pulled rearward to select power 
drive and Is pushed forward to return the transmission to a 
normal direct drive. 

The ground speeds in normal direct drive are unchanged 
from the previous 8-spced transmission ground speeds. 



The Dual Power transmission ratios and corresponding 
gear shift lever positions are shown in Specifications, 
Chapter 5. 



The Dual Power transmission is operated by a two-position 
control valve, located on the side of the planetary gear set 
housing, which directs hydraulic oil from the independent 
power lake-off (LPT.O.) pump to engage either the direct 
drive or the underdrrive clutch assembly. The hydraulic oil 
pressure is controlled by a Dual Power regulating valve 
Located in the P.T.O. drive clutch valve assembly. 




Oil Flow to the Direct Drive Clutch 

With reference to Figure 4* 

When the Dual Power control lever is pushed forward 
to the normal position, the control valve spool is moved 
downwards and the hydraulic oil from the I.PT.O. pump 
enters the control valve housing at 'A'. The oil Hows across 
the spool and is directed through a drilled passage in the 
planetary housing to pass between the second and third 
sealing rings on the direct drive clutch hub and then through 
a drilled passage to the direci drive clutch piston. The 
pressure moves the piston, compresses the piston return 
spring and locks the direct drive clutch plates together so 
engaging the direct drive clutch. 



Hydraulic oil from the rear of the underdrive clutch piston 
is exhausted and eventually returns to sump via the control 
valve and the planetary housing, Exhaust oil in the control 
valve also returns to the planetary housing via a connecting 
passage in the control valve housing. 



RftnS 

Dual Power Control Lever Location 
1 . Dual Power Control L*v#f 2. Fu«4 T»n* Shroud 



Engaging the direct drive clutch locks the planetary carrier to 
the sun gear* which is spline d to the direct drive clutch 
housing. When any 1 wo members of the planetary assembly 
are locked together a direct drive results with no change in 
speed or direction of rotation. Therefore, as the planetary 
carrier and the sun gear are locked together, power input 
at the ring gear is passed directly to iho planetary carrier 
which is spline d via a connecting shaft to the input shaft of 
the transmission 



PAGE 66 










CHAPTER 4 





Pressure Oil 






Figure 4 
Oil Flow to Direct Drive Clutch 

Lubrication Oil 






Reservoir and 
Exhaust Oil 



1. Control Valve Spool 

2- Co Arm I Valve Housing 

3. Sealing Rings 

4. Transmission Input Shah 

5. Direct Drive Clutch Pf Hon 

6. TransmissioA Counteisnah 

7. Direct Drive Clutch Housing 









8. 

9. 
10. 
11. 

12. 
13. 
14. 



Hub Support nare 

LutxicatfCm Oil Tube 

Direct Driirt Cluicn Ptetes 

Direct Drive Clutch Piston 

Return Spnn-g 

Sun Gea* 

Centre Shah 

Ring Gear and Input Shah 



15. 
T6, 
17. 
IS. 
19. 
20. 



Pinion 

Ptanelary Carrier 
Planeiarv Housing 

Underarive Clutch PJatei 

Undardnva Clutch Piston Return Springs 

UnderOnve Cluich Piston 






8/73 



©FORDMOTOfl COMPANY LTD., 1973 



PAGE 67 



PART 7 - SEVEN AND EIGHT - SPEED TRANSMISSION 





Prntura Oil 



Figure 5 
Oil Flow to Uruferdrirt Clutch 

Lubrication Oil 



Rwarvoif and 
Exhauil Oil 



1. Control Vita Spool 

2. Control Va1v* Hauling 

3. Sealing Hittgi 

4. Trammitnon (nput SftiU 

6, DiftCl Dnv» Clutch Piston 
6 Trnfiimniion Countershaft 

7. Diraet Duvi Clinch Hoofing 



PAGE 68 



8. Hob Support Plate 

9 LubricHHon Oil Tuba 

>0, Oirtti Drivi Clutch PiotM 

tl. Dir«ci Dritn Clutch Puion Res urn 

Spring, 

1 2. Sun G tor 

13 Cintm Shrilt 

14. Ring Gtir and Inuui Shall 






T&. Pi man 

IS. Flaoatary C#mm 

t7. PKMftary Hq unrig 

18. UnrtBrdfiu* Clutch Plite* 

19. Undfrdf iw Ckileti PiltOrt flit urn Sprinflt 
70. Undardnvt Oulch Pi*lon 












— CHAPTERS 



Ot Flow to (be Underdiive Clutch 

With reference to Figure 5. 

When the Dual Power control lever is pulled rearwards to the 
power position, the control valve spool is moved upwards. 
Hydraulic oil flows across the spool and is directed through 
a drilled passage in the planetary housing to the underdrive 
clutch piston. The pressure moves the pis ion, compresses 
the piston return springs and locks the under drive clutch 
plates together so engaging the underdrivc clutch. 



Hydraulic oil from the rear of the direct drive clutch piston 
is exhausted and eventually returns to sump via the control 
valve and the planetary housing. Exhaust oil in the control 
valve also returns to the planetary housing via a connecting 
passage in the control valve housing. 



Lubrication Oil Row 



Lubrication oil is supplied at low pressure from the 
external hydraulic oil filter manifold. This oil is directed 
via tubing th rough a transmission oil cooler, before 
entering a passage in the control valve body shown 
schematically at *B' in Figures 4 and 5. 









The oil passes through a drilled passage in the planetary 
housing between the first and second sealing rings on the 
direct drive clutch hub and through a drilled passage in line 
with the direct drive dutch plates. The oil flows around the 
clutch plates and through the planetary assembly. As the 
members of the planetary assembly rotate, oil is thrown 
off to Lubricate the bearings and other components in the 
housing. Oil in the bo Horn of the housing is directed 
through a tube connecting the housing with the main 
countershaft bearing in Ihe hub support plate. 



Engaging the underdrive dutch locks the direct drive clutch 
housing to the planetary housing. As the sun gear issphned 
to the inner hub of the direct drive clutch assembly, it is 
also locked to the planetary housing. Applying power to the 
ring gear and holding the sun gear, causes the pinions of the 
planetary carrier to rotate on their own axes and 'walk' 
around the sun gear taking the carrier with them. The 
carrier, being the output member of Ihe system, turns in 
the same direction but at a slower speed than the ring gear 
thereby producing an underdrive with a resultant decrease 
in speed and increase in torque, 



Excess oil in the housing Rows directly into the transmission 
case to lubricate the transmission gears and bearings. Oil 
entering the hub support plate flows into the centre passages 
of the countershaft and uuipul shafi and lubricates the 
bearings and gears through cross drillings in the two 
shafts. As the components on the countershaft and 
output shaft revolve, oil is carried to the input shaft 
and secondary countershaft to lubricate the upper gears 
and bearings in the transmission case. 



Oil collected in the transmission case is allowed to flow 
into the rear axle cenire housing, with which ii forms a 
common oil reservoir, through passages in the transmission 
output shaft retainer. 












2 PLANETARY GEAR SET OVERHAUL 



A. REMOVAL 



1 Drain the oil from the transmission arid rear axle 
centre housings. 



2. Disconnect the oil cooler feed lube from the hydraulic 
oil filter manifold, 



W73 



© FOftO MOTOR COMPANY LTD 1973 



PAGE 69 






PART 7 - SEVEN AND EIGHT - SPEED TRANSMISSION 







Figure 6 






Dual Power Lubrication and Pressure Line 






Control Tubs Connections 


i 


1 
1 

3. 
4. 

5. 


Truntmiition Lubrication Tube 6. Otl Cooler peed Tuba 
Clamp 7. Pr«uji* Lin* Control Tub* 
Connector 8. Con meter 
Elbow 9. Elbow 
Nipple 10. NippJft 


2 
3 

4 



Figure 7 

Dual Power Control Linkage Assembly 

Dual Power Control Cub I* 6 Ck-vis Pin 

Retaining Mul 7 

Tab Watfrtr b 

Transmisson HouiiOQ A. 

Control Value £x|«niion 10 

Rod n 



Control Velve Spool 
Cotttr Pin 
Lockw»h«r 

Internal Lockout 
Connector 



3. Remove the clamps and disconnect the lubrication 
and pressure line control lubes from llie control valve, 
Figure 6, and remove Ihe elbows and connecting nipples, 

4 + Separate the engine from the transmission, 

5. Disconnect the dual power control valve extension 
rod from the vaivt spool by removing Ihe cotter pin 
and clevis pin . see Figure 7. 

6. Remove the retaining nut. tab washer, connector 
and lock washer from the transmission housing and with- 
draw (he dual power control caWe and valve extension rod. 

7« Disconnect the rod between the clutch pedal and the 
clutch release cross-shaft lever by removing the clevis 
pin at the lever end. 

8. Remove the hexagon headed boll and nut at the base 
of the fork. Figure e\ support ihe fork and withdraw 
the clutch release cross-shaft. 




Figure 8 
Dual Power Planetary Gear Set Installed 

1. Retaining Bo l u 6. Clutch Release Cross-Sha ft 

2. Planetary Cover 6. Hexagon Headed Bait and Mot 

3. Dutch Relsase Staring 7. Control Vaivt 

4. Clutch Release 1 Pork 



PAGE 70 



CHAPTER 4 



. 




Figured 
Planetary Gear Set Components - Exploded View 
1. Cover 8. Underrfriue dutch Assembly 

2- Thrust Washer 9. Planetary Carrier 

3. Sliafi 10. Pilot Bearing 

A. Sun Gear 11, Ring Gear and Shaft Anambiy 

5, Direct Drive Clutch 12. Shim 

6, Triru?t Washer 13, Ring Gear Searing 

7, Planetary Housing 



9. Remove the fork and the release bearing assembly. 



JO, Remove the bolts from the planetary cover. 



. 



11. Carefully remove the cover From ihe planetary housing. 

12. Remove ihe gasket from the cover, 

J 3. Remove the ring gear and shaft assembly, Figure 9, 
from the housing, 

14, Carefully remove the planetary carrier,,, shaft T sun 
gear and direct drive dutch assembly as a complete unit. 

15, Remove the pilot bearing from the shaft using Tool 
Nos. 1 002 , 630S/4 and 95 1, as shown in Figure 10. 

16, Remove the shaft and separate the planetary carrier 
from the direct drive clutch assembly. 




17, Remove the sun gear From the inner splines of the 
direct drive clutch assembly. 







Figure 10 
Removing Pilot Bearing from Planetary Shaft 

1. Tool No, 1002 4, Tool No, S51 

2. Pilot Bearing 5. Tool No. 630- S(A 

3. Planetary Carrier 

1 PK 

1 




18, Carefully remove the bolts securing the planetary 
housing to the transmission case, Figure 11. 



figure 11 

Undertime C lutein Assembly Installed 

1. Planetary Housing S. Friction Plate 

2. Retaining Bolti 6. Pressure Plate 

3. Hub Support Plan? 7. Snap Rinff 

4. Lubrication Supply Tube S. Thrust Washer 



S/73 



© FORD MOTOR COMPANY LTD., 1973 



PAGE 71 



PART? -SEVEN AND EIGHT -SPEED TRANSMISSION 



B. DISASSEMBLY 




Direct Drive Clutch 






1. Remove the sealing rings, Figure 12, from the rear 
hub of the direct drive clutch housing. 


















2. Depress the piston return spring and remove the snap 
ring from the inner hub using Tool No. N-775 and 
either Tool No, 1003 or a pies** Figure 13, 

3„ Release the pressure and ensure the spring retainer 
does not enter the snap ring groove. 



Figure 12 
Direct Drive Clutch AiumbJy - Exploded View 



t. Snap Riny 

2, Prenurr Pltit 

3, SimI Praici 

4. Snap Ring 

5. Spring Rit(in#f 

0. Pifton H« I urn Spring 



7. Piston 

8. Sealing Ring* 

9. Direct Drive Clutch Homing 

10. Pittpn Scad 

11. Feathering Spring 

12. Friction Platet 



4* Remove the spring retainer and spring. 



19, Remove ihe planetary housing from l he case. 









FORD 5000: Remove and discard the gasket and "O' ring 
seal on the rear hub of the planetary housing. 



FORD 7000: Remove and retain the shim (s) but discard 
the X)" ring seal on the rear hub of the planetary housing. 












20. Remove the lubrication supply tube from the hub 
support plile. * .£ 












21. Remove the 'O 1 ring from each end of the lube. 












. 




Figure 13 
Direct Drive Clutch Piston Return Spring 
Snap Ring - Removal and Installation 









1, Preti Ram 

2, Spring Ritainer 



3. Snap Ring 

4. Tool No. N-77B 



PAGE 72 



ETtl 






CHAPTER 4 










Figure 14 

Direct Df ive Clutch Pressure Plate Snap 

Ring ■ Removal and Installation 

1 . QirtCf Df live Clutch Houiing 2. Pr«uir« Pfata Snap fling 



5. Remove the dutch pressure plate snap ting ** shown 
in Figure 14. 

6. Remove the pressure plate* the friction and steel 
plates from the dutch housing, 

IMPORTANT: Note the order in which the dutch plates 
were removed. 






7, Remove the feathering spring from the face of the 
piston. 

8, Place an air hose nozzle in the hole between the 
middle and fear sealing ring grooves in the clutch housing 
huh and blowout the piston. 



9, Remove the piston inner and outer seals, 
Undefdrive Clutch 






L Remove the large snap ring from the inner surface of 
the planetary housing. 



NOTE -, To remove the snap ring it is recommended tli&t 
four restraining clamps be made as shown in Figure 15. 
Eqvispace the four clamps* Figure I6 i around the rim of 
the planetary ftousing and secure with the housing holts. 









Tlmm 

(O 41in) 
Dio. 



Arnm 



50mm 
(2-OOSn)— 
34'3«rm 



h 3 ? 



35 In 




xOfnm 
(0-SOIn) 



i — i- 



(0-25in) 



* 









(2-OOin) 









Figure 15 

Restraining Clamp for Removal of Underdrive 

Ctutcfi Snap Ring 


















' 




Figure 16 
Underdrive Clutch Snap Ring - Removal and Installation 
t. Snap Ring 3 Rsst raining Clamp 

2. Pfanaiarv Houiing 



8/73 



©FORD MOTOR COMPANY LTD 1973 



PAGE 73 



- PART 7 - SEVEN AND EIGHTH-SPEED TRANSMISSION 



Control Valve 




Figure 17 

Underdrive Clutch Assembly - Exploded V(ew 

1. Snapping 7. Control Valve Body 

2 Spring Retainer B. Planetary Housing 

3 Pressure Plata 5. Piston 

4. Friction PI atas 10. Dowel Pint 

5. Rear Plate 11. Pi Hon Return Springs. 

6. Piston Sean 12- Spacer Prat b 



With reference to Figure 18: 



1. Pull the valve spool to the full out position and 
slacken the sleeve at the valve body. 

2. Remove the bolts securing the valve body to the 
planetary housing. 

3. Remove the gasket from the valve body, 

4. Remove the sleeve from the valve body and pull the 
sleeve from the spool, taking care not to lose the two 
detent cups and the spring located within the spool. 

5. Remove the detent cups and spring. 

6. Remove the valve spool. 

7. Remove the t) T ring seal from the valve spool bore, 

8. Remove the sleeve *O t ring seal from the valve body* 



2. After removing the snap ring, gradually release the 
restraining damps. 



With reference to Figure 17: 



3. Remove the spring retainer, the pressure plate and 
the four clutch plates. 



IMPORTANT: Note the order in which the dutch ptoles 
were removed. 



4, Remove the piston return springs and the locating 
pins. 




5, Remove the clutch piston. 



6. Remove the inner and outer seats from the piston. 



Figure 18 
Control Valve and Planetary Housing ■ Exploded View 

1. Planetary Housing 5. Orient Cup 

2. '0' Ring Seal 6. Valve Spool 

3. Sleeve 7, Valva Body 

4. Det«m Spring 



PAGE 74 






CHAPTER 4 



C. INSPECTION AND REPAIR 






1. Clean all parts in a suitable solvent and dry thoroughly 
with a dry, lint-free cloth or compressed air 

2. Examine the lubrication inlet tube* the pressure inlet 
tube and the lubrication supply tube for damage or 
distortion. Discard any defective tubes. 



3 + Examine the control cable and linkage assembly for 
damage or binding. Inspect the control lever pivot to 
ensure freedom of operation, If any part of the control 
system is found to be defect ive 1 discard and replace. 

4. Examine the clutch release hub and bearing for 
excessive wear or damage. If necessary, remove the bearing 
from the hub with Tool Nos. 95 1, 630 S/ 10 and either a 
press or Tool No. 1002 t see Figure 19. Press a new bearing 
onto the hub ensuring the thrust face of the bearing faces 
away from the shoulder on the hub, 

5. Pack the recess in the bearing hub bore with a high 
melting point grease. 




Figure Ifl 
Removing Clutch Release Bearing From Hub 

t. Tool No. 1002 4 r Reteaw Bearing 

h Hub 5h Tool No,S30-S/10 

3. Tool NO, 951 



6. Inspect the clutch release fork, for cracks or excessive 
wear and replace as necessary. 



11. Inspect the sealing rings from the rear hub of the 
direct drive clutch assembly for damage, distortion or cracks. 






7. Examine the cross-shaft and lever for distortion or 
excessive wear and install a new assembly, if damage is 
evident, Inspect the shaft bushings For excessive wear and 
replace if found to be defective. Bushings should be driven 
into the housing until they are flush with the outside edges 
of the cross-shaft locating bores. 



12. Examine the direct drive clutch housing both 
externally for cracks or damage and internally for wear and 
piston scuffing. Inspect the housing external splines for 
cracked, broken or missing teeth, 



8. Inspect the planetary cover for damage or distortion. 
Check the face of the cover and the mating surface for 
nicks or burrs and remove any imperfections with an 
abrasive stone. 

9. Inspect the planetary carrier and gears , planetary 
shaft, pilot bearing and thrust washer for damage or 
wear. Install new parts where necessary. 



13. Inspect the direct drive clutch piston, feathering 
spring, friction plates, steel plates, pressure plate and snap 
ring and install new piston seals. Any defective parts must 
be replaced during re -assembly. 



14, Examine the direct drive clutch piston return spring, 
spring retainer and snap ring for damage. 



10. Inspect the sun gear for excessive wear or damaged 
teeth. 



I5 r Examine the thrust washer for damage or distortion. 



am 



(3 FORD MOTOR COMPANY t.TD l^l 



PAGF7R 



PART 7 - SEVEN AND EIGHT-SPEED TRANSMISSION 




Figure 20 
Transmission Input Shaft Bearing Cup Removal 



1, TooHvo.943-S 

2, Tool No, 943 



3, Input Shafi Bearing Cup 

4. Plinns'Y Houiinf 



IMPORTANT; During re-astembly check and adjust the 
preload of the transmission input shaft front bearing 
assembly. Refer fn "FORD 7QQ0 Transmission Input Shaft 
Bearing Preioed Check" in tMs Chapter. 



IS Examine the sleeve in the hub of the planetary homing. 
Figure 21 , for excessive damage or weir. Remove the sle*ve. 
if necessary, with a press and suitable step plate. Press I 
new sleeve into the housing. 






IMPORTANT: The sleeve must be pressed flush with the 
fivnt face of the locating bore and ensure the holes in the 
sleeve align with the botes in the housing. 



19. Inspect the ring gear and shaft assembly for damage 
or wear. Inspect the shaft splines for damage. If necessary, 
install a new ring gear and shaft assembly. 



16, Inspect the planetary housing for cracks or damage. 
Examine the under drive clutch piston, Locating dowel 
pins, springs, rear plate, f fie lion plates, spacer plate, 
pressure plate, spring retainer and snap ring and install 
new piston seals, Discard and replace any cracked, damaged 
or badly worn parts 



17. FORD 5000; Examine the transmission input shaft 
front bearing for excessive damage or wear. Replace if 
necessary . 



FORD 7000: Examine the transmission input shaft 
iront bearing cup in the hub of the planetary housing and 
the cone and roller assembly on the input shaft, for 
excessive damage or wear. Remove ihr cup, if necessary, 
using Toot Nos. 943 and 94J-S, as shown in Figure 20. 
Press a new cone and roller assembly on the Input shaft. 



u 




^ 



4 



«► 




Fiflurt 21 
Planetary Housing Sleeve location 

1 , Planetary Housing 



2. 5Ib*yb 



PAGE 76 



• 









CHAPTER 4 



20. Examine ihe ring gear bearing for wear or damage, 
if necessary remove the healing with Tool Nos. 930- B, 
938, 951 and 63Q-S4 as shown in Figure 22. Take care 
no I to damage the shim located behind the bearing, 
Ensure the shim is placed against the step on the ring 
gear shaft and then press the new bearing onto the shaft, 
using a convenient length sleeve of 8 2 ,6mm (3,25 in) internal 
diameter and 95,3 mm (3,75 in.) externa] diameter. 



IMPORTANT' The shim located he fund the ring gear 
bearing governs the planetary gear set end play. If any of 
the major components of the planetary gear set are 
changed, refer to "Planetary Gear Set Shimming Procedure" 
in this Chapter, to determine the correct size shim to be 
installed^ 




21, Examine the valve spool bore in the valve body for 
damage <n weai 



22, Inspect the valve spool lands for scratches, wear or 
othef damage. Minor burrs or scratches may be removed 
with a fine abrasive material but parts must be washed and 
dried prior to reassembly. 



23. Examine the two detent cups, the spring and the 
sleeve for wear or damage. 

If damage or serious wear is present on any component part, 
install a replacement during re-assembly. 



Figure 22 
Ring Gnr Bearing Removal 
t H Tool r*». $30 $/4 4 d Tool No. 952 

2. Bwmhfl 5. Tool Ha. 930 

3, Ring G«r *nd Sh*fi g. Tool No r 938 
Assembly 



Free play among the components of the planetary housing 

is governed by means of a shim located between the bearing 

and the step on the ring gear shaft. 

For free play requirement and available shims - See 

Specifications Chapter S. 

Determine the shim required to give the specified free play as 

follows; 



D. REASSEMBLY 

Reassembly of the direct drive clutch, the undetdrrve 
clutch and control valve follows the disassembly procedure 
in reverse. 



I. Position the planetary housing (with underdrive 
clutch installed) on a bench. 



2. Place the thrusl washer in ihe housing with the tab 
up and towards the rear of the transmission. 



E. PLANETARY GEAR SET SHIMMlNCi 
PROCEDURE 



3. Install and ensure the direct drive clutch assembly 
is fully sealed in Ihe housing. 



IMPORTANT: This pmcedure must be followed whenever 
a new cover, heating, ring gear, planetary carrier, sun gear, 
direct drive clutch or planetaria housing is installed. 



4 + Insert the planetary carrier in order to align ihe 
internal splines of the direct drive clutch plates. 



8/73 



© FORD MOTOR COMPANY LTD.. 1973 



PAGE 77 



PART 7 - SEVEN AND EIGHT-SPEED TRANSMISSION 



5. Remove the planetary carrier and carefully install 
the sun gear in the inner splines of the direct drive clutch 
assembly. 



6. Install the thrust washer in the planetary carrier and 
align the splines. 



7. Install the planetary carrier and thrust washer onto 
the sun gear and ensure the unit is fully seated within 
the direct drive clutch assembly. 



14. Remove the cover and the ring gear and shaft assembly 
from the planetary housing. Remove the ring gauge and 
place the appropriate shim(s) on the step of the ring gear 
shaft. Press the bearing onto ihe ring gear using a convenient 
length sleeve of 82,6mm (3.25m,) internal diameter and 
95 3mm (3 . 7 5in.) external diameter. 



15, Remove the components from the planetary housing 
and retain in order for final installation. 



FORD 7000 TRANSMISSION INPUT SHAFT BEARING 
PRELOAD CHECK AND SHIMMING PROCEDURE 



8. Hold the components tightly together and install the 
planetary shaft from the rear. Tap the shaft, if necessary, 
to ensure full engagement. 



IMPORTANT: This procedure must he followed whenever a 
new planetary housing or transmission input shaft front 
bearing assembly is installed in a FORD 7000 Tractor with 
Dual Power Transmission. 



9. Press the pilot bearing onto the shaft using a sleeve 
of 41,2mm (l-62in) internal diameter and 47,8 mm 
(],83in.) external diameter. 



Preload on the input shaft bearing is governed by shims 
located between the mating surfaces of the planetary 
housing and the support plate in the transmission case. 



10. Install the ring gear and shaft assembly (without the 
ring gear bearing or shim) in the housing. Place the 
ring gauge. Tool No. SW-523, on the step of the ring 
gear shaft. 



Preload is determined by recording the torque required to 
rotate the input shaft. 



1 1 Position the cover on the planetary housing. 



IMPQR TANT: Ensure all components are properly seated 
in the housing. 



NOTE: To rotate the input shaft, it is recommended that 
a simple extension tube be made from thin wall tubing 
4.45mm {I.?5inJ internal diameter and 46cm (I Sin.} in 
length. Make four equispaced lateral cuts, approximately 
50mm (2in.) in length, at each end of the extension tube 
and install two adjustable band clamps. 



12. Measure the distance between the face of the cover 
and the face of the housing at three conveniently spaced 
Intervals. Average the three measurements. For correct 
shimming gap - See Specifications Chapter 5, If the 
average measurement is within specification the free play is 
within the required limits and no shims are necessary. 



Check and adjust the preload of the input shaft bearing as 
follows: 



1. Install two 0,3mm (D.0t2in.) shims on the rear hub 
of the planetary housing. 



13. If the average measurement is less than the range 
stated, determine the shim ihickness required by referring to 
the relevant chart in Specifications Chapter 5. 



2. Position the planetary housing in the transmission case 
and install the housing retaining bolts. Tighten the bolt; 
diagonally and evenly to the specified torque — See 
Specifications, Chapter 5. 



PAGE 73 















CHAPTER * 



3. Position the extension tube over the planetary shaft 
and secure with the band clamp. 



G. INSTALLATION 



4. Locate the combined extension tube and planetary 
shaft in the transmission shaft. 



5. Insert a socket of suitable size into the end of the 
extension tube and secure with the band damp. 



6. Install a torque wrench on the socket using adaptors 
if necessary. 



7, Ensure the transmission is in neutral. 



8, Using the torque wrench, steadily rotate the input 
shaft clockwise until the torque reading stabilises. Record 
the stabilised reading. 



NOTE: FORD 5000 & 7000. // tr is necessary to install a 
new cover, bearing, ring gear, planetary carrier, sun gear, 
direct drive dutch or pkmetwy housing, refer to "Pknetary 
Gear Set Shimming Procedure" in this Chapter, before 
installing (he planetary components in the inmsmission 
cast. 



FORD 7000: // it is necessary to install s new 
planetary housing or transmission input shaft front bearing 
assembly, refer to 'FORD 7000 Transmission Input Shaft 
Bearing Preload Check " in this Chapter before installing the 
planetary components in the transmission case. 






9. Loosen off the housing retaining bolts until they are 
finger tight. 



10. Steadily rotate the input shaft with the torque wrench 
until the torque reading stabilises Record the stabilised 
reading. 



Installation of the planetary gear set follows the removal 
procedure in reverse. Pay particular attention to the 
following important points: 



II, Subtract the stabilised torque reading obtained in 
Step 10 from (he stabilised torque reading obtained 
in Step &. The resultant torque should be within the 
limits stated m Specifications, Chapter 5, 



(i) If all components are correctly installed, the cover 
should easily teat in the housing. Any need for force 
indicates incorrect re-assembly. 






12. If the resultant torque is above or below the specified 
range, add or subtract shims until the correct preload 
is obtained. 



(ii) Coat all tube joints with a proprietary sealing compound. 



13. When the required preload has been obtained, add an 
additional shim as stated in Specifications , Chapter 5. 









14. Remove and dismantle the ex 
planetary shaft. 



tube and 



(iii) Ensure the thread end of the control cable bottoms in 
the valve exiension rod. Tighten the internal locknut to the 
specified torque. Set: Specifications* Chapter 5. 



a/73 



@ FORD MOTOR COMPANY LTD., 1973 






PAGE 79 



PART 7 - SEVEN AND EIGHT-SPEED TRANSMISSION 



3. PRESSURE TESTING 



For the following tesis. ensure the tractor hydraulic oil is it 
operating temperature, the transmission and hydraulic 
system are in neutral and the independent power take-off is 
disengaged. 



L With the engine slopped, slacken the transmission oil 
cooler feed and return lube clamps. 



DUAL POWER SYSTEM PRESSURE TEST 



2 Disconnect the transmission Lubrication and pressure 
line control tubes at the transmission housing. 



NOTE: To perform this test it will first be necessary to 
make a special tool by drilling and tapping # IfS Dry Seal 
NPTF or IfS BSF female thread in the fop face of a 
pressure control tube elbow. This modified tube elbow 
facilitates installation of a pressure gauge in the pressure 
control circuit, as shown in Figure 23. 



3* Remove the pressure control lube elbow and replace 
with ihe modified elbow. 



4, Rcuonnccl ihe transmission lubrication and pressure 
line control tubes at the transmission housing. 




Figure 23 
Dual Power System Pressure Test 



l. 
2, 
3 



N-774 Franc r* Gauge 

Modified Elbow 
Tnnimittion Lobf icaiian 

Tuba 



4. Clamp 

5. Pnifurt Lin* Control Tubs 
6 Nippjt 

7. Pr«ftu<« G*uO" Tub" 



5 T Connect an N-774 pressure gauge and lube into the 
modified elbow r 



6. Start Ihe engine and set the speed at 1000 rcv/min. 



7, Engage and dis* ngage the normal drive a nd powe r drive 
several times noting the pressures recorded. The pressure 
gauge reading should be 10J-I2.4 bar (1 50- ISO M/irt^) 
in normal drive and 10.7-12,8 bar (155-185 ibf/in2) in 
power drive. The difference between readings should not 
exceed + 69 bar (10 Ibf/irt^. |f the readings arc a^' or 
below tbir specified figures, refer to Dual Power Troubk 
Shooting, Chapter S t For possible causes^ 



IMPORTANT: At completion of this test coat ati tube 
threads with a proprietary sealing c&mpound r 



PAGE BO 



1RANSMJS5I0N LUBRICATION PRESSURE TEST 



IMPORTANT: At completion of this test coat all tube 
threads with a proprietary staling compound. 



NOTE: To perform this pressure test it will first be 
necessary to mete a special tool by drilling and tipping 
:i 1/8 Dry Seat NfTF or l{8 MSP female thread in theendof 
a lubrication tube elhovtr. This modified tube elbow 
facilitates installation of a pressure gauge in the lubrication 
circuit, as shown in Figure 24. 



I . With [he cngme stopped, slacken the Transmission oil 
cooler feed and return tube damps. 



NOTE: Both of these pressure tests can be conducted 
simultaneously using two pressure gouges If only one pressure 
gauge is mailable then both the modified elbows can still 
be installed and the tests performed individually. However,, 
in this case the circuit elbow not being utilised mutt be 
plugged with an adaptor pUg, Pan No. 87650-S& 



2. Disconnect the hangntilrion lubrication and pressure 
lint control tubes at the transmission housing. 



3. Remove the lubrication tube elbow and replace with 

the modified elbow. ( 8 



*, Reconnect the transmission lubrication and pressure 
line control tubes at the transmission housing 



5. Connect an N-774 pressure gauge and tube into the 
modified elbow. 



6 Start the engine and set the speed at 1000 rev/ mi n, 



7. The pressure gauge reading should be 0.69-138 bar 
{10-20 Ibi7ki2). If the reading is above oi below the 
specified figures, refer to- Dual Power Trouble Shooting 
Chapter S, for possible causes. 




Figure 24 
Tranimimon Lubrication 



FM 



1. Clamp 

2. TranimiMion Lwbri™tta 
Tube 

3. COnnirtOr 

a N-774 Pr*jWJ'* CUufi* 
S. Pittwrn Gattg* TuM 



6. Moditlad Elbow 
I. Ntppta 

B. PiMIJ'B l.mr Control 

Tub* 
9. N. P pli 
HO. Elbow 



@ FORD MOTOR COMPANY LTD., 1973 



Pari 7 

SEVEN AND EIGHT SPEED TRANSMISSION 

Chapter 5 

DUAL POWER TRANSMISSION TROUBLE SHOOTING, 

SPECIFICATIONS AND SPECIAL TOOLS 



Section 

L, Troubleshooting 

2. Specifications . , 

3. Special Tools .. 



13 



1. TROUBLE SHOOTING 

Before removing the Planetary Gear Set from the transmission, attempt to isolate the possible cause of the trouble referring to 
the following trouble ihooiing. chart. 

DUAL POWER TROUBLE SHOOTING CHART 
TROUBLE POSSIBLE CAUSE 



I , LKu.1 Power system pressure too low in normal d 
only (internal leakage). 



1. Leaking valve spool. 

2. Damaged or leaking gasket between control valve 
body and plane Ury gem set. 

3. Cracked, broken or worn seal rings on direct drive 
clutch houung hub or worn sit eve, 

4. Damaged or leaking seals on direct drive clutch 
pilton-innet or outer. 

5. Broken or cracked direct drive clutch piston. 



2. Dutl Power system pressure loo low in power drive 
only (internal leakage). 



1 . Leaking valve spool. 

2. Damaged or leikinjgasket between control vthrc body 
and planetary gear M'l housing. 

3. Damaged or leaking aeal* on underdrive dutch 
piston-inner or outer. 

4. Broken ot cracked underdrive clutch piston. 



3. Dual Power system pressure loo Low in both normal 
drive and power drive. 



1. Law icai axle oil level 

2. Hydraulic pump or PT.O- system telief valve faulty 
or valve stuck open. 

3. Weak or broken Dual Power and P.T.D. regulating 
valve Springs or valves stuck open. 



4. Dual Power system pressure too high in both normal 
drive and power drive. 



1, Extremely cold oil in rear axle centre housing. 

2. Incorrect Dual Powei regulating valve spring (spring 
too stiff}, ot valve stuck closed. 



©FORD MOTOH COMPANY LTD.. 1973 



PART 1 SEVEN AND EIGHT-SPEED TRANSMISSION! 






TROUBLE 






POSSIBLE CAUSE 



Low Dual Power system pressure in diiecl drive 
circuit. 



5. No power to rear wheels when normal drive engaged 
(power drive operative ). 

2. Scored, burred or binding direct drive clutch pjsion. 

3. Control rod linkage disconnected at valve spool 
and/or valve spool jammed Ln tinder drive position. 

4. Worn or defective direct drive clutch plates. 

5. Direct drive clulch pressure plate snap ring out of 
groove or broken, 

6. Damaged or broken direct drive clutch pressure plate. 

6, No power to rear wheels when power drive engaged I. Low Dual Power system pressure in underdrive 

dutch circuit. 

2. Scored, burred or binding underdrive dutch piston. 

3. Control rod linkage disconnected at valve spool and 
/or valve spool jammed in direct drive position. 

4. Worn or defective underdrive clutch plates. 

5. Underdrive clutch pressure plate snap ring out of 
groove. 

6. Damaged or broken underdrive clutch pressure plate. 



(normal drive operative). 















7. No power to rear wheels when Dual Power engaged in I . Low Dual Power system pressure, 

normal drive or power drive. 

2. Defective planetary gear set ring gear, planetary 






carrier, sun gear, shift or maindtan splines. 

3. Transmission problem. 

4. Dutch problem. 



8. Engine stalls or lugs when shifting from power drive 1. Scored, burred or binding underdrive clutch piston. 

to normal drive, 

2. Broken or defective underdrive clutch piston return 









springs. 

3. Warped or defective underdrive clutch plates. 



9. Engine stalls or lugs when shifting from normal drive I. Scored, burred or binding direct drive clutch piston, 
to power drive. 












2. Broken or defective direci drive clutch piston return 

s n 1 1 n y 

3. Warped or defective direct drive clutch plates. 



10. Lubrication pressure too low. 



1. Weak or broken back pressure vtlvc spring, or valve 
stuck open. 

2. Blocked or rest ric led oil cooler. 



1 1 , Lubrication pressure too high. 



1* Incorrect back pressure valve spring (spring too 
stiff) or valve stuck closed. 

2, Blocked or restricted hydraulic oil filler. 












PAGE 84 





2. SPECIFICATIONS 




SPECIFICATIONS 


FORI) 5000 


FORD 7000 


Planetary Gear Set Fre* Play 


0.10-0.51 mm 
1 0.0O4 - 0.020 in.) 


0.10-0,51 mm 
(0.004 -0.020 in.) 



Planetary Cur Set Fie* Pby Skim! Available 



0,28 - 0,58 mm 
(0.011 -0.01 5 in.) 



0,76 - 0,86 mm 
(0.030- 0.034 in.) 



0.28 - 0.3B mm 
(0.011 -0.015 m.) 



0.76 - 0,86 mm 
(aJ3tt-0.034m.i 



Planetary Cover to Housing Shimming Gap 



FORD 5000 & 7000 



Planetary Gear Set 
Free Pliy Shimming 
Chart 



i Input Shift 
Bearing Preload Torque 



1,17.1,52 mm 
(0.046 ■ 0.060 in.) 



Avenge Planetary 
Cover to Housing 
Shimming Gap 



0.025 -0,33 mm 
(0.001 -0.013 in.) 

0,35 - 0,66 mm 
(0.014-0.026 in.) 

0,68 -0.81 mm 
(0.027 -0.032 a.) 

0,84 - 1 ,14 mm 
(0.033 -0.045 m.) 

1,17 -1,52 mm 
(0.046 - 0.060 in.) 



1,17-1,52 mm 
(0.046 - 0.060 in.) 



Shim Thickness 
To be Added 



1,04- 1,24 mm 
(0.041 -0.049 in.) 

0,76 -0,86 mm 
(0.030 - O.034 in.) 

0,56 -0,76 mm 
(0.022 - 0.030 in.] 

0,28 -0,3s mm 
(0.011 -0.015 in.) 
NONE 



1,1 -2,3Nm 
(10- 20 in.lbf.) 



Transmission Input Shaft 
Bearing Preload Shims 
Available 



0.076 mm (0.003 in.) 
0,1 27 mm (0.005 in.) 
0,305 mm (0.01 2 in,) 



Additional Transmission 
Input Shaft Bearing 
Preload Shim 



0.127 mm (0.005 In,) 



Oil Capacity 
Single Speed P.T.O. 
Imperial Quarts 
U.S. Quarts 
Litres 

2-Specd P.T.0: 

Imperial Quarts 
U.S. Quarts 
Litres 



J7.5 
58.0 
54.8 



too 

at 



47 , 
Mai 

54 S 



'i.'S 
62 
58.6 



Oil Cade: 

Ford Specification 



ESN-M2C86-A 



F.SN-M2C86-A 



©FORD MOTOR COMPANY LTD., 19)3 



PAftT 7 - SEVEN AND EIGHT-SPEED TRANSMISSION 



TRANSMISSION RATIOS 





TRANSMISSION RATtO 


SELECTOR LEVER POSITIONS 


GEAR 


FORD 


FORD 


DUAL 


MAIN HIGH/LOW 




5000 


7000 


POWER 


GEAR 


GEAR 


I 


11/74 


1 1 .80 


POWER 


1 


L 


2 


9.41 


9AS 


POWER 


2 


L 


3 


9.13 


9.18 


NORMAL 


i 


L 


4 


131 


7. 35 


NORMAL 


2 


L 


s 


SJ6 


5.4 1 


POWER 


3 


L 


6 


4J7 


4.21 


NORMAL 


3 


L 


7 


3.94 


3.94 


POWER 


4 


L 


8 


3.29 


3.29 


POWER 


5 


H 


9 


3.06 


3.06 


NORMAL 


4 


L 


10 


2.63 


243 


POWER 


6 


H 


II 


2.56 


2+56 


NORMAL 


5 


H 


12 


2 + 05 


2,05 


NORMAL 


6 


H 


13 


I 50 


LSI 


POWER 


7 


H 


14 


Li7 


1.17 


NORMAL 


7 


H 


15 


UO 


110 


POWER 


8 


H 


16 


086 


0.S5 


NORMAL 


8 


H 


Rl 


8.17 


8.21 


POWER 


R 


L 


R2 


635 


6JJ 


NORMAL 


R 


L 


R3 


2.29 


2,29 


POWER 


R 


H 


R4 


1.78 


L7S 


NORMAL 


R 


H 



NOTE; Slight variations in transmission ratios between the FORD 5 GOO and 7000 Tract or J ire due to helical gears being 
installed m the FORD 7000 Tract di transmission, 



TIGHTENING TORQUES . Nm 
(FUbf. equivalents in parentheses) 



FORD 5000 



FORD 7000 



Control Valve Body Retaining Bolts 
Control Valve Spool Sleeve 
Planetary Housing Retaining Bolts 
Planetary Cover Retaining, Bolts 
Lubrication Tube Connector 
Lubrication Tube Elbow 
Lubrication Tube Nipple 
Pressure Line Control Tube Connector 
Pressure Line Control Tube Elbow 
Pressure Line Control Tube Nipple 
Control Cable Retaining Nut 
Control Cable Connector 
Control Cable Lockmit 



27-37(20-27) 


27,37(20-27) 


34-41(25-30) 


34-41(15-30) 


68-81(50-60) 


68-81 (50-60) 


30 - 37 (22 - 27) 


30-37(22-27) 


41-54(30-40) 


41-54(30-40) 


11 - 16( 8-12) 


11 - 16 ( S- 12) 


U-16( ft-12) 


li-16( 8-12) 


14*20(10-15) 


14-20(10-15) 


11- 1 6 < 8-12) 


11- Jo( B-12) 


U-I6( 8-12) 


II -16 ( 8-12) 


34-41(25-30) 


34-41(25-30) 


34-41(25-30) 


34-41(25-30) 


7-l2( 5- 9) 


7-12( 5- 9) 



parf m 



CHAPTERS 



3. SPECIAL TOOLS 

Toot Number Description 

SW-523 Spacer Gaug* 

63CK34/1 . , . . , . , , , siep Rate Adaptors 

N-774 „.,... » t t,i*«*i,.«*ii ■, Pressure Gauge And Tube Assembly 

N-775 • •■*•••* •* ***..- • Compressor 

930 - B .*„,.* *- ¥ •».** *.,.,,.. .••».„,, . . Push - Puller Legs (Set of Two) 

938 , . , Push - Pullej 

943 »«»...*..,« .,i *****----.*». **..-. Interna)/ External Pulling Attachment 

943 *S ..*....♦.*.»„>»..*., Slide Hammer 

951 Pulling Attachment (Small) 

952 !•***« »««,»*,,*».» .-».*.».»-*«*..*..,*., Pulling Attachment (Large) 

1002 ,..„-..., Puller-Reversible Arm (Medium) 

1 003 ,,.«„...... ( ******* p> *.,,,*«, m«*, Puller-Single End Arm (Large) 

,.,..., Modified Pressure Control Tube Elbow 

....... Modified Lubrication Tube Elbow 

+ .*».,. Underdriw Clutch Snap Ring Restraining Clamp (Set 
of Four) 

*•* ,. , Preload Torque Extension Tube - 44,5 mm (1 .7S in.) IJ). 



*** 



* I * I * * 



• •• 



and 46 cm (IS in.) long. 

Sleeves of Convenient Length (Listed Below): 



I . B2jb mm {3.25 in.) I J>. and 95,3 mm p.75 in.) OJ>. 2, 41 ,2 mm (I £2 in.) 1 .D, and 47,8 mm (1 .88 in.) OJ>. 



8/73 ©FORD MOTOR COMPANY LTD., 1S73 PAGE 87 



PART 8 

SELECT-O-SPEED 

TRANSMISSION 



Pari 8 

SELECT-O-SPEED TRANSMISSION 

Chapter 1 
SERVICING THE TRANSMISSION 

Section Pngr 

1. Description and Operation .•••»*» - 1 

2. Adjustments ,,,,,.,, tt ,»**,*»*•*** «< *«»•«»•* + ** • 21 

3. Introduction to Servicing the Transmission . . . , 39 

A, Assemblies Serviced with the Transmission Installed 30 

5. Rear End Overhaul » » » .*....... 35 

6. Front End Overhaul » «... * .,*•>•.* > » » * 54 

?, Complete Overhaul , * 57 

8> Repair of the Sub-Assemblies — ,,...,., , . 60 



Chapter 2 

TROUBLE SHOOTING, SPECIFICATIONS, 
AND SPECIAL TOOLS 

Section Pafe 

1 . Trouble Shooting <,,,.. .„.,.......*...*<*»**»»»» » 73 

L. spec i lie at cons » . t . . i ., i + ,,.^. ........ .v. .r^..... m 

3. Special Tools , , *..,....*« 84 

10/M © FORD MOTOR CO. 1964 PAGE 



Parl8 



SELECT-O-SPEED TRANSMISSION 



Chapter 1 



SERVICING THE TRANSMISSION 



Sect ion 



Page 



L Description and Operation ***,■** . . . . , 1 



2* Adjustments 



....... r r , 



21 



3, Introduction to Servicing the Transmission -.«..,...... 



i- m i * * -* 



4. Assemblies Serviced with the Transmission Installed , . -. .. 30 



S. Rear End Overhaul .....,•,.„.. —:••»• -^ ............. . 35 



6. Front End Overhaul , * ..,.„,....«*, 54 



7- Complete Overhaul , ......... 57 

a. Repair of the Sub-Assemblies * . . . ♦ *..*.... GO 



1- DESCRIPTION AND OPERATION 



The Select -O-Specd transmission is available in three 
models. The basic operation of the transmission is the 
same for all models, 

NOTE: Tfrii manual relate* to the deluxe transmis- 
sion except where otherwise ipwijied* 

There are also three P.T.O. options available with the 
Seleet-O-Speed transmission for the Dexta 2000, Super 
Dexta 3000, and Major 4000 Tractors. They are: 
No P.T.O. 

Single speed independent engine driven P.T.O. 
Deluxe two speed independent engine-driven P.T.O. 
with proportional ground speed P.T.O, 
The Super Major $000 Tractors with Select-O-Speed 
transmission are available only with the independent 
engine-driven 540 rpm P.T.O* 

The transmission provides for ease of control and high 
efficiency in the utilisation of engine power and engine 
fuel. It is a manually selected, hydraulics lly controlled 
system t which transmits power from the engine through 
the planetary gear sets, providing the ten forward speed 
ratios and two reverse speed ratios to the final drive of 
the tractor. Park and neutral positions are also pro- 



vided. A brief description and the principles of operation 
of the major assemblies in the transmission are discussed 
in this section. All design and operational differences 
between the transmission models are fully explained. 

PLANETARY GEAR TRAIN 

For purposes of identification, the planetary gear or 
epicyclic systems used in the transmissions have been 
labeled from front to rear. M A", "B'\ "C". and "D h \ as 
shown in Figure 1. The "D" planetary is used in the 
Dexta 2000 and Super Dexta 3000 tractors only. The ten 
forward and two reverse speeds arc obtained by con- 
trolling the movement of the elements within the plane- 
tary gear systems. 

Each of the planetary gear systems is comprised of 
three elements! a sun gear, a carrier with three pinions, 
and a ring gear, as shown in Figure 2. The three pinions 
are mounted within the carrier frame and rotate on 
needle bearings around pinion shafts, which are secured 
to the carrier frame. The sun gear 1 which is centered 
between the pinions, has external teeth. The ring gear, 
which encompasses the pinions,,' has internal teeth, Alt of 
the gears in the planetary system are constantly in mesh. 



10/64 



© FORO MOTOR CO. 1964 



PAGE 1 



MAIN MEiSUIE fulE St*VO 1 

runt covit 



VINT 



f 1 o . 

CONlftOl OllES 

lOWi* 1UICTOI 

CQNTIOL V*tV| 



iAfiT? 
tlAtlfl 1WJTCH 



LUff It HOt It SWITCH 

INCHING *fO*L 

ClOUHO SPUD 
t 1 O SHIM ItVfl 

MAIN SHAfl 



OUTPUT 
Shaft 




CAANIIlHAr? HUI HO VMID 

1HII1 11 VII 

■ 

pro clutch oaivt clutch stsiiw ststim titvo i clutch i tHsriiaurov n'tvo 3 



> 

r 

g 

-D 
m 

S 

-» 
> 
09 



"ill** CLUTCH 7 CLUTCH] 



Figure 1 

5c I eel- 0-8 peed Transmission 

Dexta 2040 anr* ~ otr Ovxlm 3000 







■CHAPTER I 



When b planetary system is connected to a source of 
power all of the components in the system will rotate 
unless an externa J force is applied to hold an element. 
The sun gear, carrier, and the ring gear, can rotate on 
the central axis of the system and the pinions will rotate 
on their own axes at the same time as they are being 
Carried around the central axis. 

PLANETARY CKAR POWER FLOW 

Depending upon which element of a planetary system 
is held, power can be applied or taken out at the sun gear* 
carrier, or ring gear. The general flow of power through 
the planetary system will be as follows: 

1, Applying power to the sun gear and holding the 
ring gear forces the pinions to rotate on their own 
axes and "walk" within the ring gear, taking the 
carrier with them. The carrier* therefore, becomes 
the power output member of the system, turning 
in the same direction but at a slower speed than 
the sun gear. This condition produces an under- 
drivc ratio. 

2, Applying power to the ring gear and holding the 
sun gear forces the pinions to rotate on their own 
axes and "walk 1 " around the sun gear, talcing the 
carrier with them. The carrier, therefore, becomes 
the power output member of the system, turning 
in the same direction but at a slower speed than 
the ring gear. This condition produces an under - 
drive ratio 

3, Applying power to the carrier and holding the 
fing gedr forces the pinions to rotate on their own 
axes and "walk" within the ring gear. The sun 
gear, therefore, becomes the power output member 
of the system, turning in the same direction but 
at a higher speed than the carrier. This condition 
produces an overdrive ratio. 

4, Applying power to the carrier and holding the sun 
gear, forces the pinions to rotate on their o'^n axes 
and "w*tk H around the sun gear, The ring gear, 
therefore, becomes the power output nutnbet of 
the system, turning in the vum direction but at a 
higher speed than the carrier, This condition pro- 
duces an overdrive ratio, 

5, Applying power to the sun gear and holding the 
carrier, forces the pinions to act as idlers, rotating 
in the opposite direction on their own a^es. This 
drives the ring gear at a lower speed and in the 
opposite direction from the sun gear. This condi- 
tion produces an underdrive reverse ratio. 



Applying power to the ring gear and holding the 
carrier, forces the pinions to act as idlers, rotating 
in the same direction of their own axes. This drives 
the sun gear at a higher speed and in the opposite 
direction from the ring gear. This condition pro- 
duces an overdrive reverse ratio. 



to- 



7. Locking any two units of a planetary system to- 
gether results in a direct drive with no change in 



speed or direction of rotation. 



fr lUlOh^ 




Ir^fc HH 



ruiitm - 



CHHtl 



••■£ ill* 



possieu 

DRIVE 

COMBINATIONS 



fluimi 



D'.HIET'QN 




r 



: tuM[H;n l^*i:p >\\iiv-.m 



Ul[l i 



DUiri 



mm 



.n;(* 



*! ■ 



3*1 P 



+ :-.'■ 



, 



■ 



UK CI 



figure 2 
Planetary System-Front and Sid* Vlaw 



T0/G4 



FORD MOTOR CO. 19M 



PAGE 3 



■PART 8-SELECT-OSPEED TRANSMISSION- 



BRAKE BANDS ANB SERVOS 

The transmission uses three servo -operated brake 
bands, labeled for reference purposes I, 2. and 3, see 
Figure 1. The bands are located in the "A," "B, T " find 
"C" planetary systems, and are self* energizing in the 
forward direction. Each band controls or holds a plane- 
tary element. The bands are made of spring steel and 
have linings bonded to the inside surface. Band 1 has an 
organic lining. Bands 2 and 3 have semi -metallic linings. 

The bands arc actuated by hydraulic servos. Each 
servo consists of a piston, piston rod, spring and spring 
retainer, The servo cylinders are machined integrally 
with the transmission case. Band adjusting screws are 
used in the case to adjust band tension. 

In operation, each of the bands is mechanically applied 
by spring pressure. The bands are released by hydraulic 
oil pressure acting against the servo pistons and over- 
coming the spring pressure. When tiie oil pressure is re- 
moved, the action of the spring discharges the oil from 
the servo permitting the brake band to apply. 



A. Band 1 

Band 1 (B- 1 ) encircles the direct drive clutch housing 
which is physically attached to the sun gear of the "A tp 
planetary system. The ends of the band are between the 
adjusting screw on one side, and the servo piston rod 
on the other A band strut is located between the end 
of the piston rod and the band. The servo spring reacts 
directly against the piston rod. band strut and band end 
to apply the band. 



B* Band 2 

Band 2 (B-2) encircles the clutch I housing which is 
splined to the ring gear of the "B" planetary system. The 
sun gear of the +J C" planetary system is also physically 
splined to the housing. Figure 4. 



C. Band 3 

Band 3 (B-3) encircles the carrier assembly of the "C" 
planetary system. The ends of both bands, 2 and 3, are 
between their respective adjusting screws and struts on 
one end and struts and actuating levers on the other end. 
In the case of both bands, the servo spring reacts directly 
against the piston rod which moves the longer arm of the 
actuating lever. The lever pivots about a fixed shaft and 
the shorter end thrusts directly against the strut and end 
of the band to tighten the band. 



The following chart shows the band applications and 
the other planetary elements affected' 



Band Applied 

1 ^Mechanically 

2 ^Mechanically 

3 ^Mechanically 



Planehiry Element Involved 

Sun Gear "A" 

Ring Gear "B" and 
Sun Gear "C 

Carrier U C" 



♦The bands are hydraulically released. 



CLUTCH ASSEMBLIES 



In addition to the brake hands used to control plane- 
tary gear operation , the transmission incorporates four 
multiple -disc clutch packs or assemblies. For purposes 
of illustration and reference, the clutch assemblies have 
been labeled direct drive. 1 + 2, and 3. as shown in Figure 
I . These clutches are used to link two elements of one 
planetary system or the elements of adjacent planctaries 
together to obtain the desired power flow. The four hy- 
draulically operated clutch assemblies in the transmission 
are all basically the same and consist of a clutch housing, 
clutch piston, piston inner seal, piston outer seal, return 
spring and retainer, a series of flat steel and bronze 
plates, pressure plate and retainer snap ring. With two 
exceptions t the steel plates have external splines which 
engage with the clutch housing and the bronze plates 
have internal splines which engage a planetary gear 
element. 

When oil pressure is applied to a clutch assembly, the 
pressure moves the piston compressing the return spring 
locking the steel and bronze plates together, engaging the 
clutch. The piston is returned to the released position by 
the return spring after hydraulic pressure has been 
removed. 

The function of each individual clutch assembly is 
listed in the following table: 



Clutch 


Planetary Elements Combined 


Direct Drive 


Sun "A"~Carrier "A'* 


1 


Carrier "B-Ring Gear "B ' 


2 


Carrier "©"-Carrier 4i C" 


3 


Carrier "B"-Sun Gear "D" 
(Dexta 2000 b Super Denta 3000) 

Carrier "B ( '-Output Shaft 
(Major 4000 St Super Major SO00) 



PAGE A 



CHAPTER 1- 



POSITION 
OR GEAR 


OVER DRIVE 


DIRECT 
DRIVE 

CLUTCH 


1 — 

BAND 1 

(n) 


SAND? 

in) 


BAND 3 
(S3 J 


CLUTCH 1 

(CO 


i ■ 

CLUTCH 2 

C2 


CLUTCH 3 
(C3) 


PAR* (p) 






A 


A 


A 








R1 




A 






A 


A 






19 


OF Rl 




A 




A 


A 






NEUTRAL (H) 




A 






■ 








1ST 




A 






A 






A 


3RD 


OF 1ST 




A 




A 






A 


2ND 




A 






A 




A 




4TK 


OF 2ND 




A 




A 




A 




5TH 




A 




A 








A 


TTH 


OF 5TH 




A 


A 








A 


ITH 




A 




A 






A 


i 1 




BTH 


OFGTH 




A 


A 






A 




9TH 




A 








A 


A 




tout 


OF 9TH 




A 






! A 


A 





fa- um OR CLUTCH APPUtO FOR THM POSITION 

Figure 3 
Application of Bands and Clutches 



10/M 



© FORD MOTOR CO. 19W 



PAGE 5 



■PART 8-SELECTO-SPEED TRANSMISSION- 





BAND 


APPLIED 


* — ^^^- ^^^- 

UNIT AFFECTIO 

j 


A 


MECH 


SUN G£ AR T 


*1 


MECH. 


RING GEAR "B" & 
SUN GEAR C 





MECH. 


CARRIER C 

i 



CLUTCH 

PACK 



DIRECT 



APPLIED 



HYO 



HYD 



MYD 



UNIT AFFECTED 



LOCKS SUN GEAR A 
TO CARRIER A 



LOCKS RING GEAR "9" 
TO CARRFER "ft" 



LOCKS CARRIER "C 
TO CARRIER "I 



HYD 



LOCKS CARRIER "§T 
TO SUN GEAR 0> 

OP OUTPUT SHAFT-. 



PLANETARY 
SYSTEM 



"C" 

PLANETARY 

SYSTEM 



PLANE tAftY 
SYSTEM 




CLUFCH PACK 

COD(„ 

SUN GEAR - 

CARRIER - 

RING GEAR . 

SHAFT - 

BAND - 

PINION GEAR - 



Yellow 

Orange 

Blue 

Green 

Red 

Brown 



CLUTCH 
PACK 



CLUTCH 

PACK 



CLUTCH 
PACK 



• Deira 2O0Q and Svp** D*a»c 3000 
mMb|Oi 4000 and SMper Major 1O0Q 



Figure 4 

Unit* Affteted by Application of Band* 

and Clutch Atttmbiies 



PAGE B 



■CHAPTER 1 



TRANSMISSION POWER FLOWS 

When certain combinations of elements in the planetary 
gear train of the transmission are held by the bands and 
others linked together by the clutch assemblies, the flow 
of power through the transmission provides ten forward 
speed ratios and two reverse speed ratios. All of the basic 
power flows are illustrated and described in this section 
for the Bexta 2000. Super Dexta 3000 and Major 4000 
Tractors. A chart illustrating the application of the bands 
and clutch assemblies for each